Well I went through all 15 pages and I've come to the conclusion that with alta intake/exhaust and 15% pully I don't really need the 380cc injectors yet. Is that a good conclusion ?

 

Pretty much, MANY people have done the same as you and never anything more, you should be fine.
If you're worried about it either limit your high rpm driving (above 6400) to short bursts, not sustained like track situations or find somewhere to have the AFR checked.

 

That's a solid conclusion, IMO. Others may disagree, but they're likely vendors. Catch my drift?...

I'll try to find it, but I found a post from a member who was running the common mods: Intake, 15%, exhaust (stock injectors). He happened to run an AEM wideband and found that he was running 11.2 - 11.5 AFR @6200 RPM, which in my past experience is perfect for safe power. To make things even more interesting, the point of his thread was that he had just installed 380cc injectors, and was posting his impressions. He noted that with those same mods + 380cc injectors, his AFR moved to 10.5. This is fine, as it's not so rich it's hurting anything (except power), but it's not ideal.

My next purchase is going to be a Wideband, so I can corroborate these AFR findings, and put to rest people's claims of being lean.

 

I seem to be finding the same information that you guys are. Lost of people seem to be pushing the 380cc, 440cc, and eve 550cc injectors. I wonder how much of that is just marketing, how much is "I'm cool because I have huge injectors", and how much is just people doing it because that's what they read on the internet.

Not saying it's "safe", or that it's not right at the limit of the stock-S 330cc injectors.....but there are guys over at MT that I've seen have all kinds of mods (cam, head, 17% pulley, header, exhaust)....and have made lots of power with the stock S injectors. Not saying a bigger injector and a custom tune wouldn't be safer, and give you more room for error......but it sounds like you can make a lot of power (250hp+) with the stock S injectors and still be just fine on a stock tune.

 

A wideband AFR gauge is the best way to determine where you're at. I've had them on all of my other forced-induction cars, and have just been lazy with this one. Considering the amount of money we spend on modifications for these pricey little buggers, spending $160 on this gauge should be a no-brainer.

 

I agree...a good afr gauge is a really good idea. Who makes a good one that doesn't cost an arm and a leg?

 

I am running the Innovate MTX-L they can be had all day for 150 and you can log with this unit.

http://www.ebay.com/itm/Innovate-MTX-L-Digital-Wideband-WBO2-Air-Fuel-Ratio-AFR-Gauge-Kit-3844-/281238957231?pt=Motors_Car_Truck_Parts_Accessories&hash=item417b25ecaf&vxp=mtr
No affiliation - I bought mine at Real Street performance as they are local to me but also a seller on eBay.

 

None of them are really expensive. Both AEM and Innovate are ~160 for everything you need, except the labor of welding a bung into your exhaust. Also, pretty much all of them can datalog, granted you have the software to do so. Zeitronix is the most expensive, but also the most tech out there ($275). I'd just grab an LC-1 or UEGO for $150, and call it a day.

 

The 440's & 550's are definitely for BVH + cars, while you can certainly use them on lesser modded cars, with a BHV you are circulating considerably more air & you really should have the fuel to match, but yes even with aBVH you can use the 380's you'll just want to have it tuned properly and heed any warnings from your tuner.

With my setup, my 550's run about 85% at their peak, so in the range of 465cc (I know that's not exact, but you get the idea) but that's also w/ 20ish psi of boost.

 

^ And that's with a Sprintex, pulley, ported manifold, and high-flow head. Beyond PSI alone, you're moving much more CFM compared to a car running a stock head, Eaton M45, and comparable boost. On a car like that, IDC's would be considerably lower.

 

Yup, I originally did my BVH with the stock JCW exhaust and tuned for the OEM JCW's (380's) were fine with a7k red line, out was the addition of the Header that put me right on the edge, but that was also with the JCW pulley & M45.

 

I was out today to see a friend, and he just got his RMW 550cc Injector kit, these injectors are short and require an adapter, but here is a photo of the units:




I think its a Chrysler part. Look at the emblem at the top.

 

probably i can see it ill photoshop the nmbers thta have been painted over o see what they really are. BRB

 

Its: 04891574AB

They are out of PT Cruiser Turbo's those are like dirt common!

http://www.ebay.com/itm/like/190994819462?lpid=82&item=190994819462&vectorid=229466

 

cant make out a few numbers to well in Pshop. but googled the other numbers and i come up with other 46lb/h injectors that appear to have the same number that is covered up. and that would be 4891574AB (but there appears to be another number almost like an 11 in front of the 4891574AB and the B looks like a D which are other injectors)

 

didnt know PT cruser used 550CC injectors unless they are redrilled....

 

Yeah, Chrysler is re-drilling their stock injectors for the turbo cars!

 

no you miss understand. i though the kit might have come with redrilled injectors not chrysler drilling them.......

 

I know that was a little snarky of me, sorry.

 

Alright, kids. Fun Fact time:

GreekDrifter and c0oper: Those black and blue Chrysler injectors are Deka 450cc injectors,
and yes, they're found in certain turbo PT Cruisers, as well as the 2003 Dodge Neon SRT4.

They are not re-drilled, but you may find them listed with multiple flow rates due to certain years of those Dodges running different fuel pressures.

Ready for the fun part? OK, here we go. RMW and Helix both resell these injectors for the R53 platform. Don't believe me? Call Jan or Eric and ask for the part#. At 3.5bar fuel pressure (R53) those Mopar injectors flow 450cc. I've been keeping that to myself for a bit, because I figured we've dinged the aftermarket injector market enough recently.

Additionally, the 550cc injectors that Mynes and RMW sell, are nothing more than the stock injectors from the Ford Mustang GT500 (Bosch# 0280158117).

http://www.revolutionmotorworks.com/...=75&category=3

http://www.ebay.com/itm/like/261379330781?lpid=82
http://www.ebay.com/itm/Ford-GT500-47lb-fuel-Injectors-SET-OF-8-EV14-07-08-2009-2010-2011-2012-5-4L-/221365537067?pt=Motors_Car_Truck_Parts_Accessories&hash=item338a6a092b&vxp=mtr

 

WOW, way to help your fellow MINI owner! 16 pages and how many people bought crap kits from others and NOW that I have post a photo of the injector, you want to say that you knew it all along! I give you hardy thanx!

 

Actually he did state the info about the 550s being factory Ford GT500 injectors somewhere in this thread.

 

You're quite welcome. I posted most of this stuff a few times, haha. Granted, it's hard to find in this 16 pages of talky talk.

Well, I posted the 550cc info a few times, but held-off on the Mopar (Helix & RMW) 450cc exposé.

I've been playing with cars for the past 16 years, and it's always bothered me that people are just taking injectors that are OEM
on certain cars, and reselling them as something special for another application. That's dishonest, but I suppose that's the nature of
some business models.

 

I understand what you are saying, but I don't think it's the aftermarket companies job to tell people "hey, the 550cc injector I'm selling you for your mini is the same injector that Ford uses on the GT500s, and will also go into a PT cruiser if you use an adapter, and also Bosch makes an injector that will flow 440cc and it's also used in a Ford Focus T...blah, blah, blah".

All the aftermarket people are obligated to do is sell you a product that works for your application. If people want to do spent the time and effort on additional research and figure out a cheaper alternative to getting a set of injectors from an aftermarket supplier....then that's fine.

I think it's great that people are out there doing research and finding out cheaper ways to do things.......but don't slam the aftermarket guys for selling you an injector that might fit other vehicles, or be used in other applications.

 

When you start grinding off part numbers, that's an effort in actively hiding the origin of the part. This is what I'm talking about. When you do that, you make the item untraceable to not only it's origin, but you also eliminate the consumer's ability to check and confirm specifications related to the $325 part they just bought.

I've been involved in Engineering and Production Management professionally, and in those roles, never have I once seen or been involved with a product or component that was offered for sale, in which a manufacturer (or myself) actively tried to hide the parts origin. I have a $30,000 instrument in front of me right now. If you took it apart, every single component is traceable and it's specs can be confirmed.

I'm not saying it doesn't happen elsewhere, but part# removal is an inappropriate practice in an industry where technical specifications are the difference between blowing a motor and Happy Motoring.

To go one step further, there are tons and tons of aftermarket tuning shops out there that are straight forward with the origin of the parts they're offering as replacements / upgrades for another application.