Injectors FAQ
Injector stuck open
Contact Nostrum if any injector issues are suspected. Email: support@nostrumshop.com
Injector not firing (stuck closed)
- Verify that the connectors are secure and no wires are broken or unplugged.
- Check that there are no codes on the ECU precluding the injectors from firing, and that there is fuel pressure available.
- Check that the fuel pressure has not exceeded the maximum design pressure of the injectors.
- Make sure the injector drive current is appropriate (for applications where this is a tunable parameter).
If you are still having trouble, please contact us directly at info@nostrumshop.com
Vacuum leak at the manifold/injector seal
If you suspect a vacuum leak at the manifold or injector seal, make sure that the factory o-rings didn’t come off, the sealing surfaces are clean, and the new injector o-rings are properly seated. It is recommended to wet the o-rings with fuel slightly before inserting the injector as this will help prevent them from binding and rolling over.
Leak at the fuel rail seal
Ensure that the factory o-rings have not ended up inside the rail when the original injectors were removed, the fuel rail is clean, and that the new o-rings are properly seated. It is also recommended to wet the o-rings with fuel slightly before inserting the injector, as this will help prevent them from binding and rolling over.
My car is not running properly after installment of Nostrum injectors
Nostrum Injectors are designed to flow higher quantities of fuel than the factory injectors, therefore they will not work with an engine that is still running the factory ECU calibration. Tuning is required for all aftermarket injectors. Improper tuning may result in poor engine performance or even engine damage.
What is the “Kinetic Mechanism” and why does it matter?
Nostrum’s patented kinetic colliding jet technology relies on bringing multiple jets of fuel together at a central focal point to create a collision that atomizes fuel spray up into much smaller fuel droplets. The superior atomization results in more power, better efficiency, and lower emissions.
What is “Split Gamma” and why does it matter
“Gamma” refers to the angle between two separate fuel spray plumes. A Split Gamma injector has two distinct fuel sprays, each one individually aimed at the back of the intake valve. This is very important because every engine in production today has two intake valves, so fuel injectors that produce only one fuel jet tend to wet the divider between these two air paths.
See examples of a Split Gamma injector here.
What is “Spray Targeting” and why does it matter?
Spray targeting is the process of using Computational Fluid Dynamics (CFD) to aim the fuel spray plume accurately away from the walls. This targeting exercise considers the airflow in the intake port and how it affects fuel spray travel. The result is a fuel spray that has the least possible impingement on the intake ports.
Fuel injectors are rarely installed with a direct path to where the fuel needs to go due to design constraints. Compounding this issue, the high velocity airflow in the intake path of the engine also has a strong tendency to guide the fuel spray towards the walls of the intake port.
The reason we never want fuel to end up on the intake ports and manifold walls is because once it collides in these places, it will coalesce into a liquid film. As this happens, some of the fuel evaporates off those walls, displacing the air, thus reducing the volumetric efficiency of the engine (which reduces horsepower).
The fuel that does not evaporate off the intake port and manifold walls runs into the engine as large droplets. When this happens, the fuel doesn’t evaporate or mix with the air well. This is one of the reasons why engines with aftermarket fuel injectors tend to have trouble starting when cold, particularly on ethanol based fuels which are less volatile than Gasoline.
Injector stuck open
Contact Nostrum if any injector issues are suspected. Email: support@nostrumshop.com
Injector not firing (stuck closed)
- Verify that the connectors are secure and no wires are broken or unplugged.
- Check that there are no codes on the ECU precluding the injectors from firing, and that there is fuel pressure available.
- Check that the fuel pressure has not exceeded the maximum design pressure of the injectors.
- Make sure the injector drive current is appropriate (for applications where this is a tunable parameter).
If you are still having trouble, please contact us directly at info@nostrumshop.com
Vacuum leak at the manifold/injector seal
If you suspect a vacuum leak at the manifold or injector seal, make sure that the factory o-rings didn’t come off, the sealing surfaces are clean, and the new injector o-rings are properly seated. It is recommended to wet the o-rings with fuel slightly before inserting the injector as this will help prevent them from binding and rolling over.
Leak at the fuel rail seal
Ensure that the factory o-rings have not ended up inside the rail when the original injectors were removed, the fuel rail is clean, and that the new o-rings are properly seated. It is also recommended to wet the o-rings with fuel slightly before inserting the injector, as this will help prevent them from binding and rolling over.
My car is not running properly after installment of Nostrum injectors
Nostrum Injectors are designed to flow higher quantities of fuel than the factory injectors, therefore they will not work with an engine that is still running the factory ECU calibration. Tuning is required for all aftermarket injectors. Improper tuning may result in poor engine performance or even engine damage.
What is the “Kinetic Mechanism” and why does it matter?
Nostrum’s patented kinetic colliding jet technology relies on bringing multiple jets of fuel together at a central focal point to create a collision that atomizes fuel spray up into much smaller fuel droplets. The superior atomization results in more power, better efficiency, and lower emissions.
What is “Split Gamma” and why does it matter
“Gamma” refers to the angle between two separate fuel spray plumes. A Split Gamma injector has two distinct fuel sprays, each one individually aimed at the back of the intake valve. This is very important because every engine in production today has two intake valves, so fuel injectors that produce only one fuel jet tend to wet the divider between these two air paths.
See examples of a Split Gamma injector here.
What is “Spray Targeting” and why does it matter?
Spray targeting is the process of using Computational Fluid Dynamics (CFD) to aim the fuel spray plume accurately away from the walls. This targeting exercise considers the airflow in the intake port and how it affects fuel spray travel. The result is a fuel spray that has the least possible impingement on the intake ports.
Fuel injectors are rarely installed with a direct path to where the fuel needs to go due to design constraints. Compounding this issue, the high velocity airflow in the intake path of the engine also has a strong tendency to guide the fuel spray towards the walls of the intake port.
The reason we never want fuel to end up on the intake ports and manifold walls is because once it collides in these places, it will coalesce into a liquid film. As this happens, some of the fuel evaporates off those walls, displacing the air, thus reducing the volumetric efficiency of the engine (which reduces horsepower).
The fuel that does not evaporate off the intake port and manifold walls runs into the engine as large droplets. When this happens, the fuel doesn’t evaporate or mix with the air well. This is one of the reasons why engines with aftermarket fuel injectors tend to have trouble starting when cold, particularly on ethanol based fuels which are less volatile than Gasoline.