1994 Mustang GT - 18# vs 24# injector questions
Would there be any significant advantage to upgrading to 24# injectors (like the Cobra) over the stock 18# injectors? I understand also that there needs to be modifications done to make this work. Question is, what are the advantages, besides a faster/stronger fuel spray?
Totally ignorant here ...someone I know (first clue) said I should "upgrade" to 24# injectors, but everything I've read so far hasn't really shown me any benefits from it.
24# injectors make more power but consume more gas. If you want speed, get the new injectors.
I have 24# on my 5-speed 94 gt.. But I also have a larger TB and CAI to support it as well as a bunch of other mods.. But I also plan to get my heads done this spring.. Anyway I haven't noticed really much of a difference in my fuel consumption it's actually still great.. But as you were saying you would need other things to get the most out of them.. More fuel needs more air and you will have to get rid of more air(exhaust) quicker too..Hope this helps something lol
Hey everyone. I have a 94 gt. Have a cold air, full msd with 6al. Headers, flows, 65mm t/b, 70mm maf. Autologic reprog. chip. I was wondering if It's time for me to go to 24# injectors. From what I have heard I also would need to recal. for the bigger injectors right? Any info would help. My last stang was an 80 302 boss. I am in a new realm here. Former mechanic on comp. vehicles so I have some experience and knowhow. Anyway, any info greatly appreciated.
Lets put it this way, you can have every conceivable bolt on part and NOT require 24# injectors yet. Until you dig in and do heads and cam you will not need 24# injectors.
and to the original poster, stock injectors are 19#, not 18# ;-)
What is a BOSS 302? It's a car, right? No, it's an engine. Well, yes, it's an engine and a car. Actually, it's car, a Ford Mustang, named for an engine, a special purpose built race engine. The Ford BOSS 302 Mustang, built for model years 1969 and 1970, is named for its engine.
So which came first the car or the engine? The car. The Ford Mustang was introduced on April 17, 1964. In the 1960's, Ford was heavily involved in racing. The catch phrase was, "Win on Sunday, sell on Monday." In 1966 and 1967, Ford, with the help of Carroll Shelby and his Shelby-American company, raced Mustangs in and won the Sports Car Club of America (SCCA) Trans-American (Trans-Am) Sedan Racing series.
General Motors' Chevrolet division introduced their Camaro Z/28 to compete with the Mustang in the 1967 model year. Not only did Camaro compete on the street and in the sales showrooms, it competed in the Trans-Am series as well. In 1968, Camaro won the series championship. It was a dismal year for the Mustang. Mustang's failure to win the 1968 championship was blamed on a new engine known as the "Tunnel-Port." For 1969, Ford had to do something to win back the Trans-Am championship.
Actually, something was already being done even before the 1968 Trans-Am race season started. Ford was in the process of developing a new 351 cubic inch engine known as the "Cleveland" for 1970. It was so named because it would be produced at the Cleveland engine plant instead of the Windsor engine plant. Someone in Engine Engineering came up with the idea of putting the Cleveland heads on the Tunnel-Port block. It was tested and the results were good enough to continue development of the new 302 cubic engine as the Tunnel-Port started show its shortcomings.
One part of the SCCA rules stated the manufacturers had to sell what they raced. It was Larry Shinoda, a former GM stylist, now working at Ford who created the car's unique styling and came up with the name BOSS 302 for the car and engine that would go into production so Ford could race it in 1969 and 1970. The BOSS 302 was offered in the 1969 and 1970 Mercury Cougar Eliminator as well. The Eliminator was also styled by Larry Shinoda.
Ford came close but did not win the Trans-Am title for 1969 with the BOSS 302 Mustang. The BOSS 302 Mustang did win the Trans-Am championship in 1970 and entered the history books
Since you say you're a former mechanic on comp vehicles, I take it you know more about carbs than EFI. Easiest way to think about injectors would be this:
19 pound injectors = 600 cfm 4 barrel
24 pound injectors = 650 cfm double pumper
30 pound injectors = 750 cfm double pumper
I could continue but I hope that gets the idea across.
For yours, I don't know if you're up to the point of needing an upgrade.
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I've read somewhere that even if you get 24# injectors your computer will still only allow them to inject only what is needed...? I don't know where I read this to back it up, so I could be wrong. But it's just like even if you have the 19# injectors, they're not working at 19# all the time, only when they need to be.... So in otherwords 24# injectors won't hurt but are unnecessary.
Someone please correct me if I'm wrong.
Depends on how many airflow-enhancing mods you have. If the engine's completely bone stock, I don't think the computer has enough adaptability range to shorten the duty cycle of 24lb injectors enough to prevent the engine from running too rich even with closed-loop O2 sensor feedback.
The stock 19lb injectors are sufficient to about 270 crank HP (235rwhp) with the stock 39psi fuel pressure. From about 270-320 crank HP (235-280rwhp) you can still use 19lb injectors but you'll need an adjustable fuel pressure regulator to raise the fuel pressure. Above 320 crank HP, it's better to go to 24lb injectors.
You could use this as a rough guide:
19lb injectors, stock fuel pressure: Basic bolt-ons only, stock unported heads/cam/intake.
19lb injectors, higher fuel pressure: Basic bolt-ons plus either ported stock heads/intake or Cobra/Explorer heads/intake.
24lb injectors: Basic bolt-ons plus aftermarket heads/cam/intake.
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