You are my hero Bob, that was quite a lot of info, Thanks! It helps a
little, I had the same suspicions on the injectors. Also, one thing I did
notice after going back to 19# injectors was a decrease in throttle
response. I also found fouled plugs in most cylinders. Now, if I only knew
what I bought so that I could re-sell them.
Mark Kuzia
95 Dak 5.9L, 5-spd, 4.10-SG
13.790 @ 99.42 mph (2.091 60 ft)
99 Dak 5.2L, 5-spd, 3.92-SG
14.896 @ 91.08 mph (2.072 60 ft)
flyboy01@worldnet.att.net
http://home.att.net/~flyboy01/360Dakota.html
----- Original Message -----
From: Bob Tom <tigers@bserv.com>
To: <dakota-truck@buffnet.net>
Sent: Tuesday, November 16, 1999 9:06 AM
Subject: Re: DML: Can someone identify these injectors?
| At 11:43 PM 11/15/99 -0500, you wrote:
| >I recently bought a set of 24# injectors off of e-bay to replace my
current
| >24# injectors. The ones I got did not work, I would like to re-sell them,
| >but I dont know what they are:
| >New 24# injectors(blue body):
| >F1T5-D5A
| >0280150947
|
| Mark
|
| Kinsler Fuel Injection may be near your backyard and they have a
| tremendous selection of injectors. They are also quite helpful people.
| You can look them up at 1-248-362-1145 in Troy, Michigan.
|
|
| Here are a some excerpts from past posts that I saved on fuel injectors.
| There was a thread running on injectors the last two months of '98 and
| the first few months of '99. Check the archives. There may be some
| information there.
|
| For the 5.2L, Siemens OGKA 53030262 216H ... (from Eric Kurtz, I
think).
|
| On my 98, there is a port on the fuel rail (drivers side) just in front of
| where the fuel line attaches. This is where we have been measuring the
fuel
| pressure during the dyno pulls. With the larger injectors (270 cc)
installed
| in my truck, after a reset of the computer, the truck runs rich under hard
| pulls 12:1 air/fuel ratio. After about 250 miles and approx. 10 drive
| cycles, the truck leans out under WOT (14:1 air/fuel ratio). The computer
| learns and adjusts to the new injectors. One of the thoughts that we had
was
| only increasing fuel pressure under WOT. That way, the computer could
adapt,
| but we would fool it under WOT conditions. Thoughts were an FMU and a
boost
| pump similar the ones sold with the supercharger kits or an additional
| injector triggered off of the MAP or TPS (Bruces idea). We haven't worked
| through it yet. I would really like to hear from some of the other people
| who have played injector pressure and how they went about making their
| changes....Frank Holloway
|
|
| They seem to be fine. Im sure using a lot more gas! I bought them from
| one of the guys on the list and he sent me via email this info on them.
| Honestly, doesnt mean much to me! Im injector illiterate. All I know is
it
| feels good!
| Injector type Sat14.5ohm
| Bosch, part #0280150945
| Test pulse 6.0 ms
| Test pressure 43.0 psi
| Gravity weight 0.77
| Volume 97.2-98.2 cc of fuel per minute
| ... Eric Kurtz
|
| The computer will never know it has bigger injectors (if they really are
| bigger) and neither will you in about 150 miles after installing them...
The
| truck's OBDII compensates nicely (Im running 270cc lucas injectors and
once
| the computer learns, the pulse width drops...) The Throttle bodys are
| basically identical and no gains can be found through swapping. suggest
| porting the 97 ram TB for improved performance and leaving the injectors
| alone unless your looking at supercharging or big mods in the future! My
| .02 ... Bruce Bridges
|
|
| Here's a list for Ford injectors that I copied from the DIY_EFI list:
|
| Flow PSI Resist Mfg. Part Color Application
|
| 1.76 (14) ?? 2.25 Bosch E3EE-BA Blue 1983 1.6L
| 1.76 (14) ?? 2.35 ND E4EE-AA Blue 1984 1.6L
| 1.76 (14) 30 16.20 ND E59E-AB Gray 1985-6 2.3L Truck, 5.0L
SEFI
| 1.76 (14) 33 14.50 Bosch E67C-AB Gray 1986 2.9L, 3.0L
| 1.76 (14) 33 14.50 Bosch E67E-BB Gray 1986 5.0L SEFI
| 2.45 (19) 40 2.25 Bosch E6EE-AB White 1985-6 1.9L
| 2.45 (19) 32 16.20 ND E6TE-AB Gold 1986 5.0L HO SEFI
| 2.45 (19) 33 16.20 DKK E5TE-AB Gold 1985-6 5.0L Truck
| 2.45 (19) 33 14.50 Bosch E5TE-BB Gold 1986 5.8L Truck
| 3.00 (23) ?? 2.40 Bosch E4EX-AA Black 1984-5 1.6L Turbo
| 3.86 (30) 35-45 2.40 Bosch E3ZE-BA Green 1983 2.3L Turbo
| 3.86 (30) 35-45 2.35 DKK E4ZE-AA Green 1984 2.3L Turbo
| 4.41 (35) 35-45 2.35 DKK E5ZE-AB Gold 1985-6 2.3L Turbo
| 4.54 (37) 40 2.25 Bosch E3VE-A1A Green 1984-6 3.8L CFI
| 4.54 (37) 40 2.0 ND E3VE-A2A Green 1984-6 3.8L CFI
| 5.81 (46) 33 2.40 Bosch EOSE-A1A Blue 1980-3 5.0L CFI
| 5.81 (46) 33 2.00 ND EOSE-A2A Blue 1983-4 5.0L CFI
| 5.81 (46) 33 2.25 Bosch EOSE-A1A Blue 1984 5.0L CFI
| 6.60 (52) 32 2.25 Bosch E4ZE-CA Gray 1984-5 5.0L HO CFI
| 7.00 (56) 16 1.40 Bosch E43E-AC Blue 1985-6 2.3L HSC
| 8.00 (64) 16 1.40 Bosch E53E-AB Green 1985-6 2.3L HO HSC, 2.5L
HSC
|
| The flow rate is gm/sec and lb/hr in parenthesis. The resistance is
obvious.
| The manufacturer is next, I think ND is Nippondeso (sp?), I can't place
DKK.
| The part number is constructed as follows. All injectors carry a basic
part
| number 9F593, which is prefixed with a production release, and followed by
| a revision/application code. For example E3EE-BA from the table will be
| E3EE-9F593-BA to your local dealer. The tops of the injectors are color
| coded, as a quick check to the technician to make sure an engine contains
the
| "same" injectors. I included some sample applications which may help the
| dealer if you are buying new, or yourself if scrounging in a junk yard.
| I don't know what was used for the density of the fuel. I typically use
| 0.79 (rounded up to 0.8 for "quickie" calculations). ... unknown
|
| Mark, I think what caused your problem was that the injector winding
| on the 24# that you bought was not compatible with the driver in the
| computer. A driver circuit turns the injector on and off. Most
| domestic engines use high-impedance injectors (12-14 ohms) while
| some of the larger replacement injectors may be in the 2-4 ohms range.
| Since the amount of fuel the engine needs to produce 1 hp is determined
| by its brake specific fuel consumption (BSFC), and most late-style
| engins have a BSFC of 0.5 or lower (i.e. 1/2 pound of fuel or less to
| produce 1 hp), a factory injector can support more power than you'd
| think. Whenever larger injectors are installed, the engine calibration
| must be changed to match the pulse width issued to the engine's needs.
|
| Sorry for the length ... hope you find something in all of this.
|
| Bob
|
|
|
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