1994 vette injector replacements
07-31-2015, 02:40 AM
#1
1994 vette injector replacements
Thinking about replacing injectors on a 1994 vette LT1.
Trying to figure out If should use low pressure or high pressure injectors.
What are the high impedance injectors for. Or should I say the injectors with low ohm number 12.6 vs. 14 to 16 ohm
What is the best replacement brand?
Thinking about Bosh, Acell or Auus
Trying to figure out If should use low pressure or high pressure injectors.
What are the high impedance injectors for. Or should I say the injectors with low ohm number 12.6 vs. 14 to 16 ohm
What is the best replacement brand?
Thinking about Bosh, Acell or Auus
07-31-2015, 08:52 AM
#2
I would stay the same and use bosch 3 get ahold of John at injection connections he comes highly recomended in here
08-01-2015, 03:34 AM
#3
Melting Slicks
Dave
08-01-2015, 05:57 AM
#4
Burning Brakes
Member Since: Jul 2009
Location: Ashland PA
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2021 C4 of the Year - Modified Finalist
I work with Bosch motorsports on a very regular basis to buy parts and asked about Bosch III injectors and did not have the slightest idea of what they are. The various designs run from EV1 to EV14 at least as used in motorsports and told the same terms used for production cars. EVI1is what most C4 Corvettes built used if Bosch was OEM as Some had Rochester as well so does not apply there. The Bosch also come in various lengths from pico to long and we use long as opposed to standard short or pico. But there are no Bosch III where does this description some from in Bosch tech documents? Please show me a Bosch tech doc that uses this term so I might forward to my Bosch motorsports rep.
Dave
Dave
08-01-2015, 01:22 PM
#5
Melting Slicks
08-01-2015, 01:53 PM
#6
Someone beat you to the doughnut holes.
08-01-2015, 04:24 PM
#7
Burning Brakes
Member Since: Jul 2009
Location: Ashland PA
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everywhere I see them listed, they are listed as Bosch 3's, and they seem to be color coded, Yellow 22lb, Blue 24lb, and so on. you could always email him and see what he list them at or send a picture to your reps and see what they come up with.
08-03-2015, 12:30 AM
#8
I was just trying to figure out what if any benefits there were in going up or down in pressure.
Up or down in ohms
I don't know if my injectors are stock or not.
The car has a Lingenfelter throttle body and other modifications.
I guess I will get the number off of one of the injectors and try to figure what it has got.
Up or down in ohms
I don't know if my injectors are stock or not.
The car has a Lingenfelter throttle body and other modifications.
I guess I will get the number off of one of the injectors and try to figure what it has got.
08-03-2015, 01:32 AM
#9
Race Director
After the ECM goes into closed loop mode there is no advantage to changing fuel pressure. The ECM will adjust the injector pulse width to get the correct AFR (if it can -- if the injector flow rate is too high the ECM won't be able to control it).
The above also applies to changing to injectors with different flow rates.
The high impedance and low impedance injectors are used in different applications. Early cars use batch fire injectors (all 8 fire at the same time). This requires a high impedance injector so the injector driver transistor does not burn up. '94 and later cars use low impedance injectors and there are 8 injector drivers. Each injector is pulsed independently of the others.
For reference, the FIC (Fuel Injector Connection) web site is at:
http://www.fuelinjectorconnection.com/
.
.
The above also applies to changing to injectors with different flow rates.
The high impedance and low impedance injectors are used in different applications. Early cars use batch fire injectors (all 8 fire at the same time). This requires a high impedance injector so the injector driver transistor does not burn up. '94 and later cars use low impedance injectors and there are 8 injector drivers. Each injector is pulsed independently of the others.
For reference, the FIC (Fuel Injector Connection) web site is at:
http://www.fuelinjectorconnection.com/
.
.
Last edited by Cliff Harris; 08-03-2015 at 11:30 PM.
08-03-2015, 01:46 AM
#10
Team Owner
I was just trying to figure out what if any benefits there were in going up or down in pressure.
Up or down in ohms
I don't know if my injectors are stock or not.
The car has a Lingenfelter throttle body and other modifications.
I guess I will get the number off of one of the injectors and try to figure what it has got.
Up or down in ohms
I don't know if my injectors are stock or not.
The car has a Lingenfelter throttle body and other modifications.
I guess I will get the number off of one of the injectors and try to figure what it has got.
Not a choice for us.
Not sure but a call to FIC will tell you if you have the Bosch number stamped on it.
What other modifications? Has the ECM been reprogrammed to compensate?
08-03-2015, 12:58 PM
#11
Thanks
I have been looking at new, used and reman injectors on ebay.
The different pressures and impedance was confusing.
Bosh seems to be the way to go.
The injectors in the car all ohm 12.6
The car has not run in several years and the injectors all had old gas in them. I suspect some are not firing and others are leaking.
I have been looking at new, used and reman injectors on ebay.
The different pressures and impedance was confusing.
Bosh seems to be the way to go.
The injectors in the car all ohm 12.6
The car has not run in several years and the injectors all had old gas in them. I suspect some are not firing and others are leaking.
After the ECM goes into closed loop mode there is no advantage to changing fuel pressure. The ECM will adjust the injector pulse width to get the correct AFR (if it can -- if the injector flow rate is too high the ECM won't be able to control it).
The above also applies to changing to injectors with different flow rates.
The high impedance and low impedance injectors are used in different applications. Early cars use batch fire injectors (all 8 fire at the same time). This requires a high impedance injector so the injector driver transistor does not burn up. '94 and later cars use low impedance injectors and there are 8 injector drivers. Each injector is pulsed independently of the others.
For reference, the FIC (Fuel Injector Connection) web site is at:
http://www.fuelinjectorconnection.com/
The above also applies to changing to injectors with different flow rates.
The high impedance and low impedance injectors are used in different applications. Early cars use batch fire injectors (all 8 fire at the same time). This requires a high impedance injector so the injector driver transistor does not burn up. '94 and later cars use low impedance injectors and there are 8 injector drivers. Each injector is pulsed independently of the others.
For reference, the FIC (Fuel Injector Connection) web site is at:
http://www.fuelinjectorconnection.com/
08-03-2015, 01:07 PM
#12
The car has lingenfelter throttle body, Headers, Borla exhaust, Nos high output inline fuel pump as well as the factory pump, adjustable return fuel pressure regulator, Nos nitrous. So I would assume computer has been programmed as well.
Current injectors ohm 12.6
The car has not been run in several years. I suspect bad gas taken its toll on injectors.
Current injectors ohm 12.6
The car has not been run in several years. I suspect bad gas taken its toll on injectors.
Supposedly they make a finer mist if you up the pressure but that is the theory spouted. I just keep mine at stock pressure and the tune is setup for it.
Not a choice for us.
Not sure but a call to FIC will tell you if you have the Bosch number stamped on it.
What other modifications? Has the ECM been reprogrammed to compensate?
Not a choice for us.
Not sure but a call to FIC will tell you if you have the Bosch number stamped on it.
What other modifications? Has the ECM been reprogrammed to compensate?