What injector size for my set up?

[Rvr_HSG]

Hi guys,

Just wondering what injector size I should go for and high or low impedance?

Chasing 220-240kw (revised from my previous 200 due to turbo selection)

Gt3076r
Gt pumps exhaust manifold
Evo 5 ecu
Aftermarket fmic kit
3" tbe
340lph fuel pump


I'll probably have it tuned to 15-17psi I still want to it be reliable and I need the clutch to last at least a little while... It was just installed and stupidly the previous owner supplied a standard when I was told it was hd and never looking into it before getting it installed...

 

[VIN18M]

What fuel are you planning to run?

Also, I didn't think the GT3076R bolted up to the GT Pumps manifold? Mitsi vs T2/3 bolt pattern?

 

[evo-gsr]

Might want to read one of his other 100 posts Vinnie.

 

[Rvr_HSG]

The rear housing was modified to accept stock manifold and dump.

I'll only be running 98.

Now now no need for that

 

[VIN18M]

Might want to read one of his other 100 posts Vinnie.

Doing my best to keep up lol

 

[evo-gsr]

Yeah its difficult ^

 

[Rvr_HSG]

Like I said boys no need for that.

No suggestions?

 

[DOUGMO]

660cc - ish will be fine with some head room, you may find a bit bigger is better though as that turbo
can make more power than you are allowing for pretty easily (with the correct supporting mods of course)

 

[bazeng]

Hit me up if you want some used injectors approx 900cc. Good for your power and some (E85 in future) !

 

[Rvr_HSG]

Well I do think think ill run e85. This is strictly a work commuter 15mins from me. So I won't have the patience to hunt down an E85 station out of my way ha ha.

I was thinking 800cc Denso high impedance but wasn't sure.

Are your 900cc high or low?

 

[Rvr_HSG]

Hi guys, how much of a difference do low vs high impedance make? I'm looking at the Denso 800cc just to give a bit of extra room.

If the difference is negligible ie: +-5hp I wont bother lol...

 

[DOUGMO]

What ecu do you have?

 

[Rvr_HSG]

Evo 5 ecu is in the mail

 

[Rvr_HSG]

Ok so what is factory rvr hypergear Impedance?

 

[evo-gsr]

Same as all Evos.

 

[evo-gsr]

- Hi-Z injectors are traditionally too slow for high performance use.

- Lo-Z injectors are faster, and are intended for high performance and racing, where larger capacity injectors and shorter pulsewidths are required.

Google is your friend mate. Has all the answers you need

 

[evo-gsr]

Pink – 240cc – DSM 4G63 1g 2.0L NA – Stamped N240H, casting # INP-059 – High Impedance

Green – 210cc – 3000GT NA – Stamped BDH210, casting # INP-061 – High Impedance

Red Brown – 210cc – 3000GT NA – Stamped SDH210, casting # INP-532 – High Impedance

Brown – 360cc – 3000GT VR4 – Stamped BDL360, casting # INP-014 – Low Impedance

Tan or Gray – 390cc – DSM 4G63 1g Turbo AT – Stamped B390L, casting # INP-008 – Low Impedance

Blue – 450cc – DSM 4G63 1g Turbo MT, Galant VR4 – Stamped B450L, casting # INP-009 – Low Impedance

Black – 450cc – DSM 4G63 2g Turbo – Stamped MDL450, casting # INP-018 – Low Impedance

Yellow – 510cc – EVO 1-3 and JDM VR4 – Stamped MDL510, casting# unknown – Low Impedance

Pink – 560cc – EVO 7-9 – Stamped MDL560, casting # INP-020 – Low Impedance

Pink – 560cc – EVO 8-9 – Stamped MDL560P, casting # INP-401 – Low Impedance

 

[evo-gsr]

Im putting the spoon in the dishwasher now. :bye:

 

[Rvr_HSG]

Thanks appreciate it

 

[brisvr4]

Just some more reading to add on newer injectors....

If I have a choice, why would I choose a low-Z or high-Z injector?

Until recently, most performance injectors with higher flow rates (900cc/min or more) would likely have been low impedance injectors. This is because in the older (fat body style) low impedance injectors (’80s and ’90s designs) had faster opening response times and generated less heat when they were being operated with proper peak and hold injector signals. This meant that at higher flow rates and lengthier duty cycles low impedance injectors would outperform their high impedance counterparts. Since so many of the performance injectors back then were low impedance injectors and they were actually better than their high-z equivalents, the common belief which still lingers today (though it is no longer correct) is that low-z injectors are the best for your high performance vehicle.

Today’s high impedance injectors, however, are able to outperform those older low impedance injectors at larger flow rates due to their newer designs, tighter manufacturing tolerances and much lighter moving parts(examples are our 900cc, 1100cc and 2150cc/min injectors). A valve and spring assembly from a current high-z injector may weigh less than 1/3rd of the assembly from an older injector.

Thanks to this newer technology the current high-z injectors are more linear throughout their pulse range; they are able to repeat shorter pulse widths consistently which means they can provide excellent part throttle and idle characteristics, and operate at higher maximum operating pressures.

These facts make choosing one of the new high-z injectors we offer a no-brainer if your ECU and fuel system setup allows you the choice, and the budget will stretch to the slightly higher average cost.