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Quick question... will these fit?
94 lt1 ta
I believe the stock injector size is 24lbs.
I have some accel #150824 setting on the shelf already
Are these stock replacement? Car is completely unmodified.
TIA
Those should work, but if you have the stock ones still IMO you'd be better off sending them to an injector repair shop and have them cleaned and flow tested. Much much cheaper.
Those should work, but if you have the stock ones still IMO you'd be better off sending them to an injector repair shop and have them cleaned and flow tested. Much much cheaper.
I already had the accels or I probably would
Last edited by Snakeskinner2; Feb 24, 2022 at 10:18 AM.
Accurate injector characterization is the single most critical basic aspect of EFI tuning...
Here's the datasheet for those: Accel 150824
The voltage offset values are different. I wish I had Bosch/Ford level data for the stock GM injectors. Holley/ Accel just gives the voltage offset values, no 'below linear flow' offset compensation values. Does state the minimum linear pulsewidth is 1.15ms (1150usec) and offset time of .70ms (700usec). Offset is the time it takes for the injector to even begin to open after a pulse is commanded. The stock injectors are faster than the Accels, and how much faster varies by voltage. The PCM uses these values to accurately deliver fuel by knowing when the injector is actually open and beginning to deliver fuel. In addition, below a certain point, any injector won't flow fuel steadily. This is the 'idle' area and 'nearly closed throttle' cruise area. There is another table to make up for that 'slightly less than commanded' fuel area of low injector pulsewidth, called the 'low pulsewidth adder.' Not enough and it won't idle. Too much and it's eye-watering rich at idle.
The first issue above means the 'window' of fuel delivery won't be what the computer thinks it is and it will be wrong (but can be fixed with the "Time Offset vs. Voltage" values Accel gives but you'll have to fill in the gaps by mapping it with Excel).
The second issue above means issues with idle (and can only be fixed with accurate pulsewidth adder data, which Accel doesn't provide).
Accel gives a linear flow range but leaves off the unit of measurement. I can only assume they mean that the flow becomes linear (doesn't need pulsewidth adder past this point) of 1.15ms or 1150usec, plus the initial offset at 14.4-ish volts of .7ms or 700usec, up to 15.6ms or 156,000usec (more than 1 1/2 tenths of a second which is a massive pulse it would never see). That means the Accel injector's linear operation is from 1850usec out to 156,000usec, where the injector essentially is fully open and doesn't have anything like enough time to close before the next pulse ("static"). And any pulse narrower than 1.15ms or 1150usec will require a pulsewidth adder to make up for fuel that's not delivered. That's about mid-table in the right hand table in the 2nd screenshot below.
Accel Sheet:
Stock 94TA injectors offset vs. voltage:
at 14V, the stock injector is almost 2x as fast to get open as the Accel...
I believe for the sake of simplicity with a stock vehicle I'd go with the stock injectors and have them serviced. If you ever do cam/ heads, etc. consider a Ford injector. The lab time they give the injectors Bosch provides them results in extremely valuable data. This data allows you to accurately characterize their injectors to within a maximum error of 14 millionths of a second per pulse in the stock 94-95 LT1 PCM.
Accurate injector characterization is the single most critical basic aspect of EFI tuning...
Here's the datasheet for those: Accel 150824
The voltage offset values are different. I wish I had Bosch/Ford level data for the stock GM injectors. Holley/ Accel just gives the voltage offset values, no 'below linear flow' offset compensation values. Does state the minimum linear pulsewidth is 1.15ms (1150usec) and offset time of .70ms (700usec). Offset is the time it takes for the injector to even begin to open after a pulse is commanded. The stock injectors are faster than the Accels, and how much faster varies by voltage. The PCM uses these values to accurately deliver fuel by knowing when the injector is actually open and beginning to deliver fuel. In addition, below a certain point, any injector won't flow fuel steadily. This is the 'idle' area and 'nearly closed throttle' cruise area. There is another table to make up for that 'slightly less than commanded' fuel area of low injector pulsewidth, called the 'low pulsewidth adder.' Not enough and it won't idle. Too much and it's eye-watering rich at idle.
The first issue above means the 'window' of fuel delivery won't be what the computer thinks it is and it will be wrong (but can be fixed with the "Time Offset vs. Voltage" values Accel gives but you'll have to fill in the gaps by mapping it with Excel).
The second issue above means issues with idle (and can only be fixed with accurate pulsewidth adder data, which Accel doesn't provide).
Accel gives a linear flow range but leaves off the unit of measurement. I can only assume they mean that the flow becomes linear (doesn't need pulsewidth adder past this point) of 1.15ms or 1150usec, plus the initial offset at 14.4-ish volts of .7ms or 700usec, up to 15.6ms or 156,000usec (more than 1 1/2 tenths of a second which is a massive pulse it would never see). That means the Accel injector's linear operation is from 1850usec out to 156,000usec, where the injector essentially is fully open and doesn't have anything like enough time to close before the next pulse ("static"). And any pulse narrower than 1.15ms or 1150usec will require a pulsewidth adder to make up for fuel that's not delivered. That's about mid-table in the right hand table in the 2nd screenshot below.
Accel Sheet:
Stock 94TA injectors offset vs. voltage:
at 14V, the stock injector is almost 2x as fast to get open as the Accel...
I believe for the sake of simplicity with a stock vehicle I'd go with the stock injectors and have them serviced. If you ever do cam/ heads, etc. consider a Ford injector. The lab time they give the injectors Bosch provides them results in extremely valuable data. This data allows you to accurately characterize their injectors to within a maximum error of 14 millionths of a second per pulse in the stock 94-95 LT1 PCM.
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Lt1 TA injectors 
