Frequently Asked Questions

Ultimate Injection provides complete fuel injector cleaning and flow testing services for automotive, motorcycle, marine, and diesel applications.
Each injector is externally cleaned, visually inspected, numbered, and tested for resistance, shorts, and current draw.
We also perform leak tests, spray-pattern analysis, and flow-rate testing on our state-of-the-art equipment to ensure every injector performs like new.

During weekdays (Mon–Fri), I’m at my Military job, and injector work is completed after hours.
That’s why it’s very important to:

• Leave a detailed voicemail, or
   
• Email us via the Contact Us form or directly at ultimateinjectionkc@gmail.com.
   

Both go to the same inbox, but email is the fastest way to reach me.

All injector services must be paid in full before work begins.
We added this policy in 2024 to ensure smooth workflow and accountability.
Once payment and customer info are confirmed, we check in your injectors and begin processing — which may include multiple cleaning cycles if needed.
Badly contaminated injectors can take extra time to restore.
When finished, you’ll receive an email with your results and flow report. 

Turnaround time varies depending on the condition of your injectors.
Because every set is different, we generally tell customers to expect a few days for completion. 

If you’re checking on your injector status — don’t worry, we’re working on them!
They’re considered “In-Process” until cleaning and testing are complete. 

Balanced injectors are critical for smooth performance, fuel economy, and emissions.
All injectors should flow within a few percent of each other.
Uneven flow can cause rough idle, poor MPG, misfires, or excessive emissions.
Remember — injectors are the heart of fuel control. 

GDI (Gasoline Direct Injection) injectors spray directly into the combustion chamber instead of the intake port.
These systems run between 450–3,000 PSI, using a mechanically driven, electronically controlled high-pressure fuel pump to achieve precise delivery and atomization. 

Return flow tells us a lot about the internal wear of a diesel injector.
Excessive return flow can rob pressure from the CP pump, causing hard starts or rail-pressure drops under load.
Simply put — high return flow rates are bad and indicate worn internal components. 

All injector photos and reports are sent from ultimateinjectionkc@gmail.com.
If you don’t see them, please check your spam folder.
Also confirm that you included your email address on the Customer Sheet (link below). 

Payment links are available on the Contact Us page, or you can drop off cash with your injectors when delivering them in person. 

You’ll notice multiple test points on your Diesel Test Report. Not all tests apply to every injector, but here’s what they mean:

• CLEAR – Leak test where pressure is applied, but the injector should not allow flow.
   
• LEAK TEST (1) – Low-pressure leak test.
   
• LEAK TEST (2) – High-pressure leak test.
   
• VL / TP2 – Full-load or wide-open testing.
   
• TL – Mid-range / mid-load test.
   
• LL / TP3 – Idle-range test.
   
• VE – Pre-injection test.
   
• EM – Emissions / efficiency range test.
   
• START – Low-pressure idle test.

Yes! There’s a link right on this page to download and print the Customer Sheet for easy completion before sending in your injectors.