DYNOBLADE INSTALLATION INSTRUCTIONS:

---

#1.  When installing any DYNO-BLADE (DB) to any injector the angled tip or blunt side of the DYNO-BLADE must be oriented centered to the connector side of the injector.

          NOTE: It is fine if the BLADE does not end up being perfectly centered. In some applications such as some HEMIs, one or more of the injectors may have an obstruction that prevents angular manipulation in the direction desired after install in the engine. The DYNO-BLADE will still work but it may not be matched to the other cylinders. In such a case it is advised to simply orientate the BLADE off center to the connector when installing it onto the injector to compensate. 

#2.  The nozzle tip end of the injector should be clean & free of carbon. 600-1000 grit emery paper (or other fine grade) can be used to very lightly clean & smooth the injector tip. Finish the cleaning process with a dry cloth.

#3. In most cases the optimal setup for installation is to put the injector, nozzle tip end up, in a soft jaw vice with the inlet end supported underneath so the injector cannot move vertically during the install process. This inlet end support will also allow you to clamp the injector with just enough force to hold it securely & prevent it from moving horizontally during the install process. The XIHD2-2.0s require a slightly different procedure (See "A" below) & the 

XIHD1-1.0s may allow for an easier procedure (See "B" below), once the injector is secure slip the DYNO-BLADE over the tip end, align and orientate it (All DYNO-BLADE applications are self-aligning except the XIHD1s & 2s). Use the properly designated install tool for your application. 

     *All HEMI applications require an install/locking ring that slips over the blade and stops at the locking flange end of the collar of the DB. This provides a proper landing surface for the install tool. Some of the newer 392/6.4 HEMI applications have a larger injector port in the manifold. Leave one install/locking ring on each injector after installing the DB in such applications. Using a small to medium sized rubber hammer begin to tap very lightly on the tip end of the DYNO-BLADE. GO SLOWLY at this point. Once the BLADE begins to first attach itself but is not yet fully seated, this is the time to double check your orientation. Once you are confident the orientation is correct you can begin applying slightly more pressure progressively, always in a straight line, until the BLADE is fully seated. 

     A: The XIHD2-2.0s are the only DYNO-BLADES that employ a double locking system on the collar so they can be used on either stock or aftermarket throttle bodies. Following the same procedure as above, the aluminum tool provided slips over the BLADE (very similar to LS & M8 procedure depicted on page 3) & will allow for added pressure to be applied as needed without damaging the BLADE. Apply a dab of light grease around the nozzle tip end of the injector. With this application maintaining alignment during installation is somewhat tricky. Therefore, it is possible that one side of the inside lock of the BLADE collar may snap over the injector flange before the other. If this happens do not be overly concerned. Simply adjust the load application as needed to get the other half of the collar to snap in place. Once both sides of the locking collar have snapped over the flange use the install tool to fully & squarely seat the BLADE. Once properly installed the BLADE should resist movement and/or rotation by hand. 

     B: The XIHD1-1.0s can sometimes be pressed on by hand with gloves. 

NOTE: After the DYNO-BLADE is installed onto the injector try to avoid manually rotating the BLADE on the tip nozzle end to affect a perfect center or other desired angle. While doing so is usually inconsequential, in rare cases it could loosen the nozzle cap which may compromise your ability to control the BLADE angle after it is installed in the engine. If this happens and the BLADE still resists easy rotation on the injector tip it will still function properly in the engine. However, if it rotates easily you will need to replace the injector and you may find it very difficult to remove the DYNO-BLADE without damaging it and therefore you may have to replace the DYNO-BLADE as well. Otherwise, you run the risk, albeit low, that the BLADE will not maintain a proper angle in operation and thus you may lose the performance advantage for that cylinder. *THERE IS STILL NO RISK OF DAMAGE TO THE ENGINE HOWEVER!

#4.  In some applications the installation of the DYNO-BLADE may compress the O-ring seal slightly. This is not a problem, but, it may or may not make installation back into the engine a bit tighter. Therefore, it is advised to simply apply a dab of Vaseline or light grease around the seal which many mechanics do anyway. 

#5.  IMPORTANT: When installing bladed injectors in most V-Twin engines, install one 

DYNO-BLADE equipped injector into the rear cylinder manifold FI port but the other into the 

V fuel block & turn it 90 degrees from in-line with the port. Then work it into the FI port towards the rear injector until they come together. Also, once installed it is IMPORTANT to use a rubber hammer to tap down on the center top of the V fuel block mounting screw. This will square up the BLADES in their installed seat in the event they shifted in the installation process.  

          NOTE: Other applications such as V-8s should be installed in the same manner as a 

non-bladed injector.

#6. WHEN TUNING ON A DYNAMOMETER IT IS IMPORTANT TO TEST THE BASELINE & DBs AS CLOSE TO REAL WORLD OPERATING TEMPERATURE AS POSSIBLE! On V-Twin applications You can start with the DYNO-BLADES in the neutral position (in-line with port flow) and then turn the injector connector about 10 degrees at a time toward the spark plug side of the engine. Keep doing this until the power numbers drop then work them all the way back until they rise and drop again. 

          NOTE: While there is no way to predict what the best angle will be for all diversely modified applications, testing has revealed that most V-Twin applications require a slight angle (Approx.10-15 degrees) toward the spark plug side of the engine. On V-8s the optimal angle will usually fall within 10-20 degrees off center with not a significant difference as to direction although to the extent there is any bend in the port it is usually best to turn them in the direction of the bend.

 ***Keep in mind that DYNO-BLADES are not extremely sensitive to precise angle. An angle within 10 degrees of optimum will yield a substantial majority of the total gains to be had. That being said the only way to get 100% of the available performance gains out of your DYNO-BLADES is to dyno tune.