Part 2
Therefore unless you have a leaking something somewhere where, available injector pressure is determined by the reversion valve bleeding off excess fuel pump pressure in conjunction with the fuel pressure regulator (just another spring) providing a almost constant pressure and keeping the fuel pump cool by allowing cool fuel to pass through the pump.
But what, isn't that solely the pressure regulators function? There is a lot of wild stuff going on with frequency harmonics in dynamic springs. Taglioni at one stage had 3 different rated springs combined when dealing with the issues in cylinder heads.
The finer points or cons, which are disadvantage over say a full electronic flow control pump are things like fuel temp and wear. Be it ever so small, an increase in temp causes metal to expand, making the ball and seat dimensions ever so slightly different, and the spring ever so slightly softer. In our case being fairly early on in development, not really an issue. In a modern Stupidly high performance and efficient engine, somewhat more critical. Hence expensive fuel control units.
Obviously then, if you want more fuel per cycle to get more power, just increase the spring tension. But.. there is a point where the pressure will change the shape of the tulip cone of the injector and atomisation will be effected. Then you need a different shape cone on the exhaust of the injector port, or one that cycles at a different rate or both. Red injectors, green injectors, etc
And as a bonus it stops fuel pissing out of the tank when you disconnect the line. 😄
On a side note with harmonics, just found some cool YouTubes that visualise what happens in intake and exhausts, we know as reversion charging of the cylinder. In this one about sonic heating and cooling you see the waves travelling as he twists the frequency knob. That's the so called supercharging effect your trying to achieve in port and exhaust design.
https://youtu.be/kkBBkQ8jFRY
