Larger Injectors For Forced Induction
- Thread starter LinuxRacr
- Start date
... With Ryan doing more searching.. and me making phone calls we found them... P5249452 is the chrysler part number of the injector and they are only 40 bucks a piece 
. I just fitted them on a stock manifold and they didn't line up right... so I'm trying to figure out what is up with that as I didn't believe that section of my manifold had been modified at all by Terry.. time to dig through pictures.- :
- Hemi Ram, 71 Plymth Scamp, 71 Plymth Duster 340, 69 Dart 340/4sp
Heres my 577cc injectors on the manifold with some mock up spacers. I have a one more spacer to make and then get them to fit alittle better. (I made them a little long on purpose.) I am using the wiring harness off of a Mazda6 2.3l. as the clips are the same.
They are srt-4 Stage1 injectors. High Impedance (they are 1 ohm lower than stock resistance).
As a side note if you have a Mazda 6 or 3 2.3l, They will fit that rail perfectly, same clamp clips, wiring harness clips and everything.
They are srt-4 Stage1 injectors. High Impedance (they are 1 ohm lower than stock resistance).
As a side note if you have a Mazda 6 or 3 2.3l, They will fit that rail perfectly, same clamp clips, wiring harness clips and everything.
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Good info guys, what about STI injectors, does anyone know if they will work? I remember seeing something about them not working but from the pics I seen they look the same size of the WRX ones.
I plan to run 18-20lbs on my thumper kit so I am thinking 550 is way to small, does anyone know how to size these things? I have not really spoken to Beau about this but we are both sure that the current 440 WRX ones I have are not going to work.
Oh btw I plan to go with the AEM also
I plan to run 18-20lbs on my thumper kit so I am thinking 550 is way to small, does anyone know how to size these things? I have not really spoken to Beau about this but we are both sure that the current 440 WRX ones I have are not going to work.
Oh btw I plan to go with the AEM also
you need to run high impedance with the AEM, just keep that in mind. or you can run a resistor block. but either way. but running a stand alone opens it up to the point where you can run just about anything you want.
one more thing, if you are going to make that much power then you probably (read: should) be running Beau's fuel rail which will make it a bit easier to adapt different injectors anyways.
one more thing, if you are going to make that much power then you probably (read: should) be running Beau's fuel rail which will make it a bit easier to adapt different injectors anyways.
RyanJayG said:
I'm not sure about the Haltech, but I know the Microtech can run high and low impedance and can also drive positive and negative triggered ignition coils. So it makes life more flexible that way! It can even run multiple injectors per injector channel by wiring them in parallel!
I don't know on the fuel rail... I can see running a secondary rail, but even 4 550 cc injectors runs just fine on the stock rail. So unless you are going over that and putting some rather massive injectors on the primary I don't see a need for the rail at this point. I don't think Nick has ever run a modified fuel rail and he had Dean's car up plenty high... but that I guess is with the stock injectors in place. But just some thoughts and providing a counter opinion simply for balance. I run a rail almost exactly like Beau's for my secondaries.
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- 2001 Mazda MP3
I will be getting 440s from Juan, which I've heard that he doesn't use RC Engineering ones anymore. I will be putting them in a fuel rail and getting all the facts when they come tomrorow.
the real point of Beau's fuel rail is that it allows the use of larger -8 lines. I don't think the stock fual lines can move 2200 cc/min (4 x 550cc) at the stock fuel pressure.
the fuel rail must use an external FPR and -8 lines (1/2" internal diameter) as well as the fuel rail having a 1/2" internal diamter. he just eliminates any possible bottleneck in the fuel system for very high HP
the fuel rail must use an external FPR and -8 lines (1/2" internal diameter) as well as the fuel rail having a 1/2" internal diamter. he just eliminates any possible bottleneck in the fuel system for very high HP
RyanJayG said:
So you are actually running -8 lines from the fuel pump up the entire length of the car all the way to the rail? If not then having them from the firewall to the rail is essentially pointless... and I highly doubt people are running 10 feet each direction (20 feet total) of -8 line on their cars...
I never had problems with the car leaning out or having issue moving the fuel needed when running at roughly 35-40 psi.
It is also very easy to run an external FPR on the stock rail, and I do it myself.
But my point is no one has shown it to be a bottleneck, and unless you are replacing all the lines under the car you still have them to deal with anyway.
I REALLY hope you mean 8-10 psi of boost... LOL.. (as that isn't enough fuel pressure for our systems)
If that is all you are going to do for boost you only need the stock injectors really (just double check the duty cycle.. if you are at 80% or less you are golden)... or just a few CC higher... so maybe like a 300cc or 330cc injector would be fine.
If that is all you are going to do for boost you only need the stock injectors really (just double check the duty cycle.. if you are at 80% or less you are golden)... or just a few CC higher... so maybe like a 300cc or 330cc injector would be fine.
jrodhotrod
Contributor
- :
- 2003 Mazda Protege5 (Mine) 2002 Nissan Sentra GXE (Wife's)
That's correct. Juan has switched to Bosch 440cc injectors, which is what I am running in my car.pdhaudio83 said:
They fit in the stock rail and you have to solder on new clips. Juan does some machining to remove a lip off the injectors before he sends them to you.
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- 2001 Mazda MP3
yep. got them in all good! started right up!
Update on my situation injector wise... I have the 4 550CC injectors in my primaries.. my ports have been opened up considerably, so my port velocities have likely dropped by some margin. But I'm happy to report that the car starts beautifully. Better than it ever did before... I think cleaning the injectors helped quite a bit. But it has been about 45 degrees here most days and the car will start on the first bit of cranking. The motor typically gets about 1.5 revolutions in before engaging under it's own power. Idle settles in perfectly smooth at 900 rpm's. I raised my idle to 1500 so I can warm the car faster, but before that it would idle sub 1000 without a single issue. I have no stalling or stuttering issues at all. In other words the car starts and idles absolutely fantastic running the large primaries and I haven't even fully adjusted the startup maps on the Microtech yet.
I'll take and post video in the coming weeks..
I'll take and post video in the coming weeks..
Here you go... 550cc injectors microtech standalone cold startup (approximately 45 degrees in the garage). The odd noises you hear are belt chirp as I hadn't gotten the tension right yet... I grab the manifold when I walk past as proof that it's cold...
I have startup it up quite a few times without any issue at all... always starts like this. Last night it started up with temp readings of 11C for air and 9C for water... also is a video of it idling and warming up at 1000 rpm's...
http://www.nsnmotorsports.com/Mp3videos/cold_startup.avi
http://www.nsnmotorsports.com/Mp3videos/idle.avi
Files are about 12 megs.. so long download.
Later!
Steve
I have startup it up quite a few times without any issue at all... always starts like this. Last night it started up with temp readings of 11C for air and 9C for water... also is a video of it idling and warming up at 1000 rpm's...
http://www.nsnmotorsports.com/Mp3videos/cold_startup.avi
http://www.nsnmotorsports.com/Mp3videos/idle.avi
Files are about 12 megs.. so long download.
Later!
Steve
