Im switching over from carb to efi and alittle confused on the injectors and regulator.Im wanting to make 800 wheel hp on e85 using a truck style intake and stock throttle body.At least thats what alot of people said I could do.I will be running a terminator x 550-903 system so if the I know theres holley and bosh in the pulldown mensu.MY question is finding the injectors and regulator.I was told bosh 210s but when I go on ebay theres like so many injectors and price.Im hoping to stay around 600 dollars for injectors if possible.Im going to use a 4304 fuel pump as well.If anyone has any part numbers or adds etc for injectors and regulator that would work would really appreciate it.thanks in advance

 

210s are an awful lot for 1khp, even on e85 they are twice what you need. Bosch 110 will get you there within your budget. Same deal with the fuel pump. A Hellcat pump will get you there just fine, cheaper and OEM reliability.

What chassis is this? Race car?

 

this is the car I have been running.I went a 5.6 last weekend with a carbed cam only 5.3.

 

I went 5.6 last weekend with a cam only 5.3 at 19psi in this.I really want to try efi so I can take advantage of everything the terminator x offers.
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its 2850 with me in it running a 5.3 and turbo 400 trans.I run a single s475 turbo with t6 flange

 

I would try to get a set of Holley 120s or 160s. 120s will get the power you want on E85, 160s will give you head room for more power later.

 

I looked at the holley 160 injectors and they are low impedance i thought for some reason with the 550-903 I had to use the high impedance injectors.They are also around 750 for a set of 8..

 

Yup. Forgot you were going TermX. Got to stick with High-Z.

 

Many have run the 210's even though they're overkill. Your idle quality may suffer a little, but for a race setup that's not typically an issue. The best trustworthy place that I know of to get them is from Viren at VS Racing. I personally don't trust Ebay for injectors.

 

I saw where vs racing has some for 599.00 I think they are a bosh style injector.I may call them and see what they are about.thank you

 

Holley has high impedance injectors for the terminator decent price too, $479.60 for a set.
https://www.holley.com/products/fue...uel_injectors_-_high_impedance/parts/522-121X

 

would they support 800 rear hp on e85..thanks for the post

 

Most likely. They will support about 1200 crank on E85.

 

1000 fwhp @ .77 bsfc, and 80% dc.

 

thanks so much I appreciate it

 

thanks so much.I have alot to learn about efi.I appreciate the info

 

.77 to about .82 is the bsfc for boosted E85 whether it's efi, or carb. 80% duty cycle is pretty typical so you have a bit of overhead and so the injectors aren't running 100% open. I like to keep it below 90%.

 

In the old days and especially with low impedance injectors you would want the smallest size injector that would make the desired power.

This was to maximize fueling resolution, you get a superior control over the injector, less fuel adjustment per unit 'tick' on the fuel map. So it was typical to run a set of injectors up to 85% or 90% Duty cycle for that max resolution.

Since perhaps 2014~ , roughly,
Injector technology has improved, we are seeing more high impedance, quality injectors available than ever before. That is, they control better at low pulses any of the past injectors would be able to. Furthermore, injector driver and microprocessor control (the application of control theory and frequency response for example) has also dramatically improved in modern ECU, and majority of injectors are provided with quality delay time maps,

thus, I now recommend using a large enough injector that the maximum duty cycle achieved at desired power output is around 50-75% Duty cycle, Instead of the previously recommended 75 to 85% ranges we used in the past.

The lower duty cycle is desirable is because it will keep the injectors and the injector drivers cooler than they would be at higher duty cycles. In theory it will improve reliability and fuel delivery accuracy while allowing the engine to maintain high output without fear that running a high duty cycle may cause some injector related failure, of which there are several types or ways an injector can fail.

The logic behind this decision again to repeat a different way, modern ECU and injectors are more capable at being controlled well at low pulse widths, making them more idle and cruise friendly than injectors of the past. And by keeping duty cycle low the injector solenoids and ECU drivers and even the wires are less likely to suffer heat related issues, failure or resistance (due to heat) which alters on-time (if the injector is getting hot *OR* the driver is getting warm, it can alter injector on-time or even cause injector failure)