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Message: [QUOTE="superpsd, post: 1528741, member: 15821"] The mathematical injection ratio does not account for whats really going on inside these injectors. Such as pressure drops that can throw all that math out the door especially when talking about larger modified injectors. There will always be trade offs. If I built another set of injectors I would do a 200cc or 238cc hybrid with 200% nozzles with B code nozzle springs. Easy to do and I have most of those parts already. No machining necessary. Everyone talks about how a larger nozzle has poor atomization. Yet on the benchs the hybrids flow more fuel per time than a A code. The A code does win down low and with smaller nozzles. However correct tuning can mitigate the issue down low. Running a higher VOP can considerably increase atomization yet they typically see lower hp numbers at higher rpms. Like I said trade offs. The A code springs are 2750psi and the B code are 3700psi a substantial difference of when the pintle is going to be lifted. Higher pressure built up equals of course better atomization. The B code injectors in the DT466 and i530e engines had oem nozzles of a different pattern and number of holes but hole sizes closer to a 200% T444E nozzle. Yet those engines certified by the EPA in those days didn't have excess problems with smoke or egts etc. Hybrids can actuate quicker as they use less HPO and do not need to stroke as far to inject the same quantity of fuel as an A code. Take a syringe and fill it with water and push down slowly and watch the slow stream of water. Now fill it and push down fast and watch that water spray at high velocity.... Some of the biggest issues with high egts in my opinion is poorly remanufactured injectors where builders favor profit over quality and poor tuning as it is difficult and time consuming for a tuner to try to tune a truck remotely and A codes are simpler to tune. A good charger helps a million as well. Engine needs lovely pressurized oxygen and needs to exhale as well. [/QUOTE]