LS4 Injector Ohms

[TheMechanic]

This may help
https://www.injectorrx.com/fuel-inje...uel-injectors/

https://www.bosch-motorsport.com/con...alve_EV_14.pdf

[edcmat-l1]

Are you looking for a specific resistance to determine if they are indeed a specific injector? That's a new one on me.

I would think the same body injector across many flow rates is going to have the same coil, so the same resistance. I don't believe the same body injector, in 3 different flow rates will have 3 different coils, pintles, seats, etc. Flow rate is all done with the disc, or with higher flow injectors, just the pintle and seat.

[blindsquirrel]

You can't ID an injector by matching it against a known coil resistance, both the injectors and DVOMs vary too much, and different part numbers are likely to be identical or similar enough that they fall within the margin of error of resistance specs anyhow.

You can check here but I still think knowing what they were before being modded isn't going to be relevant now:
https://www.rockauto.com/en/partsear...rtnum=0280158*
VW, Ford, Ford, Ford, Dodge...

[edcmat-l1]

I agree completely, one of the biggest factors is going to be the DVOM and the voltage applied for the resistance check. This is why I very rarely use resistance checks for anything but an open circuit. Current testing is where it's at.

[Cringer]

Are you looking for a specific resistance to determine if they are indeed a specific injector? That's a new one on me.

I would think the same body injector across many flow rates is going to have the same coil, so the same resistance. I don't believe the same body injector, in 3 different flow rates will have 3 different coils, pintles, seats, etc. Flow rate is all done with the disc, or with higher flow injectors, just the pintle and seat.

It may not be the unique finger print I need, but it can help to eliminate some outliers. I mean...what other data points do I have at my disposal? I am using what I have.

[edcmat-l1]

It may not be the unique finger print I need, but it can help to eliminate some outliers. I mean...what other data points do I have at my disposal? I am using what I have.

Do you have anything "known good" to compare it to? Like maybe a known set of LS3 injectors?

Now that I think about it I'm pretty sure I have a full set of LS3 and LSA injectors in the shop. I'll have to see if I can find them.

[Cringer]

Do you have anything "known good" to compare it to? Like maybe a known set of LS3 injectors?

Now that I think about it I'm pretty sure I have a full set of LS3 and LSA injectors in the shop. I'll have to see if I can find them.

The original LS3 injectors that came on the are 0 280 158 051

I sold my LSA injectors a while back...I will try to see if I can find the ad pics and if I got the number on them, but I doubt it.

[edcmat-l1]

The original LS3 injectors that came on the are 0 280 158 051

I sold my LSA injectors a while back...I will try to see if I can find the ad pics and if I got the number on them, but I doubt it.

OK well start ohmin shit and writin it down. I'll check some tomorrow and report back.

[Alvin]

injectors are relatively cheap.. Have you thought about putting another set of LS3's in it? I've made 600+ rwhp NA with them. I think 635rwhp to be exact.. but don't hold me to it.

[Cringer]

injectors are relatively cheap.. Have you thought about putting another set of LS3's in it? I've made 600+ rwhp NA with them. I think 635rwhp to be exact.. but don't hold me to it.

What do they max out on E85 though...

[Alvin]

So the real question is, what other OEM GM vehicles came with Bosch injectors with the PN "0 280 158 xxx"? All I can find is the LS4? And what do they ohm out at?

Surely there has to be more than the LS4.

LS3 injectors are 0 280 158 051

Look at this image.. 0 280 158 basically means its a bosch injector. It's not even specific to a certain design/lenght/body

Our shop uses a similar part number strategy.. p-030 prefix means its some sort of electric fan kit/part.

Capture.PNG

[Alvin]

What do they max out on E85 though...

I've done some bolt on cammed LS3 stuff that the guys insist on e85. I do think they get close in the ~450's. If I could remember one of their names I could try to find a log to give hard data on. Up till recently.. If a customer came for a flex tune.. I'd tune it 100% look for best power on 93.. Then I have a schrader valve rig that I can pump the tank till the engine stops.. refill with 10 gal of E85 and tune again for max power. I don't do this anymore unless I'm paid cause it is just such a pain in the ass time wise. Most people just want it max effort on flex and good but not every last bit of power squeezed on 93. So that's how we do them now..

but having said all that.. I got a real lesson in what is worth it doing this and what isn't. I mean I have fought for 5 rwhp on one setup but easily find 70 rwhp on another.

Just some friendly tip/etc.. There are really good applications for e85. and there are some that aren't.. Don't let a Gen 5 DI guy's results make you think you have the same amount or even anything to gain. Most NA setups that can already take a good amount of timing.. typically don't pick up more than 3-5 rwhp over 93.. if that.. and your really getting to the point were the dyno/car just isn't going to be that repeatable in the first place. This doesn't go for GEN 5 direct injected stuff.

I'd say.. if you can fit 25 degrees of advance in your LS.. there is practically zero chance you'll see any gain at all.

I have nothing to gain if you go flex or not.. Just sharing some experience.. Maybe a better bang for the buck can be found elsewhere at this point in the build. Hell I don't even know the build.

[blindsquirrel]

The only thing definitive you could get from a resistance test is whether it's high Z or low Z, and if you've run them and the ECM drivers didn't go pop then they're high Z, which narrows it down to all the part numbers.

[blindsquirrel]

The theory with E85 not showing N/A power gains is, the added fuel volume displacing more air in the port basically cancels out the extra power from the fuel.

[Alvin]

The theory with E85 not showing N/A power gains is, the added fuel volume displacing more air in the port basically cancels out the extra power from the fuel.

Yes.. negatively effects VE.. Only vaporized fuel burns.. All that extra fuel takes up even more extra volume.

side note/ nerd time... the change in charge temp after vaporization between the two is nuts.. like 70F vs 200+F?!

[blindsquirrel]

I have seen, once, under very particular weather conditions, E-something fuel freeze in open air at 75*F ambient. I had the intake off a LT4 C4 Vette and the fuel lines were of course off and tied up out of the way. I forgot to remove the gas cap and it built just enough tank pressure to push some fuel out the braided stainless lines. It made a damn 6" long icicle.

OK, technically it froze water vapor out of the air using the braided lines as a heatsink, but still.