8 Fuel Injectors can be simultaneously serviced while being visually monitored throughout this entire Test and Restoration process.
Information
Which comes first..............
Engine failure or Fuel Injector failure?
Have you ever experienced a Service Technician suggesting that you to change out all of your engines' Fuel Injectors?
So........After you quickly do the math and your heart settles down, you ask...........
" Why all of them? "
Here are a few of the dumb answers we have heard......
Answer #1.. I think one of the injectors is bad and if the rail is going to
be removed you might as well change all of them.
Answer #2.. One Injector may be leaking and seeing as your Engine
has approx. 100K miles you should change all of them.
Answer #3.. We've tested all your sensors and I can't find why the
system runs rich. Your injectors must be worn out.
(You've probably have heard many more sorry explanations.)
( We refer to this mindset as the SPARK PLUG mentality ) as many unknowledged Technicians like to change Fuel Injectors in SETS.
At an average of ( $90 - $125) ea. Well........ YOU DO THE MATH !!!!!
On top of that, the reason one or two Injectors became contaminated may not be addressed at that time of replacement and sooner or later they'll be back to that repair facility wondering why the problem persists.
If a couple of lean contaminated Injectors are replaced, it does NOT address the fact that the other Injectors have been running richer for some time now to compensate for the Lean O2 sensor signal and those Injectors may have now begun to develop their own contamination problems.
Common Sense should have the Technician testing the entire set of Injectors, seeing as how the entire fuel rail is now to be removed to facilitate repair.
On-Car cleaning CANNOT ever correct Injector contamination 100%
and
The ECU is very unforgiving when it comes to any PARTIAL repairs.
"The chances of your entire set of Injectors being functionally defective are millions to one."
( GM Multi-tech Injectors being an exception to this rule.)
Few Injectors ever totally fail in the lifetime of a couple of Engines
no matter how contaminated they get, and those that do can, by a
skilled mechanic, be located and Restored or replaced without your wallet being serviced as well.
The key issue is to VERIFY the condition of all of the Fuel Injectors
& especially so if the entire fuel rail is to be removed.
What most service Facilities don't have is the correct equipment
to restore your Injector(s) so they simply encourage you to install a new
Injector, which in of itself is acceptable. The true crime is the changing
out of the entire set because of a single Injector problem, even when a
Fuel Injector Test & Restoration Service such as ours is known to them.
That's why we encourage local repair facilities to call us, as we DO have Performance Testing & Restoration expertise.
Did you know?....that.... Fuel Injectors, when periodically removed, Performance Tested and
Restored to their peak factory designed specs,
last far beyond 200,000 miles.
Even beyond the lifetime of a couple of engines.
A 5 Micron blockage at the injector's pintal area can result in a 25% blockage of Fuel Flow. Just 10% will begin showing as drivability problems. Oxygen sensors can only sense the overall lean/rich result
of a fuel system and at the present, the ECU has no way of detecting
or correcting a single Injector's flow problem.
Lean or Rich, correction is achieved by the ECU adjusting Injector
pulse-width or flow ratio to all cylinders. As the ECU struggles to
command a balance, the prolonged incorrect fuel volumes, result in lower overall performance and eventually can result in a failed engine,
if never corrected.
Hot-Soak situations continue to create a buildup of baked fuel
accumulating in the Intake port area & the backside of the Intake
valves and will partially block the Injector Pintal preventing it from complete closure (dripping), while destroying the Spray Pattern. Ultimately disrupting smooth transfer of fuel into the combustion area preventing correct proportioning resulting in poor atomization and diminished cylinder performance. This continued buildup is usually
the result of consistent short term driving habits, poor Engine maintenance and/or high cylinder head temperatures.
The angular clearance at the Pintal is approx. (.002").
Buildup such as wax, sulfur and varnish will affect Fuel delivery rate which result in rough idle, hesitation, sluggish performance, excessive fuel consumption and the resulting excessive emissions. Leaking Injectors result, and will also significantly add to this situation.
Leaking Injectors can hasten Engine damage. Inconsistent fuel proportioning at the time of delivery creates idle misfires. Dripping
from contaminated Pintals continue after shutdown until the fuel 
rail pressure neutralizes depending on the integrity of the fuel 
system, this could result in a very large quantity of fuel deposited 
at the intake valve(s) or into the cylinder. Fouled plug(s) at startup. 
Raw fuel does not stay on top of the piston forever. Instead leaks
down into the crankcase and given enough time (weeks) can,
without correction, affect the Oil Quality and contribute to a richer 
vapor mixture drawn up through the PCV from the crankcase...... 
ECU increases the Lean signal to All the injectors. 
& 
Cylinder heads / valves and/or the complete
Engine Eventually suffer severe damage.
Spray Pattern is extremely important for Fuel delivery accuracy
& full Atomization for the maintaining of consistent combustion.
The 14.7kg of air required for complete combustion of 1kg of gasoline
referred to as, The Stoichiometric Ratio (14.7:1 ) can suffer extreme
changes under load conditions, especially if any Injector(s) spray
pattern is altered or offset beyond the manufacturers design due to
pintal contamination. This creates what's referred to as Port-Wall Loss.
The insufficient atomization and inaccurate fuel transfer affect this
ratio. A condition resulting in hesitation / stalls, poor acceleration
and constant fuel management / emission problems related to the disproportionate flow rate of one or more Injectors within a set.
INJECTOR PERFORMANCE TESTING & RESTORATION
Our Fuel Injector service machines are somewhat akin to viewing into
a Glass Engine, giving us the ability to examine an Entire Injector Set from the beginning to the end of the full restoration process.
First....We Pretest a set of Injectors to determine the condition in
which they were received. Defective Spray Patterns are identified, Volumetric Flow Testing & Leak-down Testing performed. The results
are documented in a test report. ( 0ne copy for the customer )
Second.... Fuel inlet screens are removed for the Reverse Flushing
process that occurs after the Ultra-Sonic cleaning in which particles
( larger than the .002" pintal opening ) can be removed.
Third...The Injectors are put through an Ultra-Sound Process
for a period of time to break loose internal contaminates lodged
in the Injector's pintal area which are disrupting fuel volume flow,
interfering with atomization and / or preventing full pintal closure.
Fourth....All Injectors are now Reverse Flushed. Particles that are
dislodged with Ultra-Sound and may be too large to pass through the
Pintal opening, are Flushed in a reverse direction out through the
Injector's fuel Inlet. They are then retested and should any Injector(s)
still have leakage or spray problems, the Ultra -Sound and flush
process is repeated until full correction is achieved.
Fifth....Fuel Injectors are now Balance Tested once all Spray patterns
and Leak-down problems have been resolved. A test to determine if
any Injector has an Internal weakness. If a Fuel Injector equally dispenses fuel in the Open-Flow mode as the others in the same set,
but NOT in the Pulsed-Flow mode, then it's determined to be internally weak. The coil and/or the spring will be the culprit.......
Now......it's considered Defective and a replacement is recommended.
To listen as a Technician correctly recommends to a customer.....
A New Water Pump.....A New Wire Set.....New Belts & Hoses...
A New Radiator...and other new parts when they are about to have
Major Engine Repair or a New Engine installed is not uncommon.
What's more commonly found ...... is the same Repair Technician saying absolutely nothing to that customer about VERIFYING the quality of
their reusable Fuel Injectors. He will also reinstall that set of Injectors, (some partially clogged) back onto a New or Newly repaired Engine without insisting that the Injector Set's performance be Verified before any reinstallation.
( Injectors must be Pre-Tested to determine correction or replacement)
Selling entire Fuel Injector sets to a customer because one or two have become contaminated is totally unnecessary.