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OK here's my "Attempt" at making a table to layout all the stock injector ratings at stock pressure.

All calcs G/MIN / Ohm / BAR OP are from bosch data sheets, flow rates are calculated @ stock operating pressure, Represents stock injectors in a stock factory car.

Attached is a converter sheet if you change Operating Pressure.

6's & V6's

VK 3.3L
0 280 150 203

VL RB30E
1 660 062 060

VN V6 UPTO 10/90
0 280 150 901 (EV1)
19.35 LB/HR 198 CC/MIN 146.28 G/MIN 14.5 Ohm 3.0bar OP

VN, VP, VR V6 FROM 11/90
0 280 150 960 (EV1)
19.92 LB/HR 204 CC/MIN 150.58 G/MIN 14.5 Ohm 3.0bar OP

VS V6
0 280 150 973 (EV1)
20.21 LB/HR 207 CC/MIN 152.8 G/MIN 12 Ohm 3.0bar OP

VT, VX, VY V6
0 280 155 777 (EV6)
21.44 LB/HR 219.85 CC/MIN 162 G/MIN 12 Ohm 3.5bar OP

VS, VT, VX, VY SUPERCHARDED V6
0 280 155 868 (EV6)
37.31 LB/HR 382.59 CC/MIN 282.05 G/MIN 12 Ohm 3.5BAR OP

VZ V6
0 280 156 131 (EV6)
25.66 LB/HR 263.18 CC/MIN 194.00 G/MIN 12 Ohm 3.8BAR OP

V8's

VL GROUP A V8 5.0L
0 280 150 901 (EV1)
19.35 LB/HR 198 CC/MIN 146.28 G/MIN 14.5 Ohm 3.0bar OP

VN V8 5.0L (INCLUDING VN & VP CLUBSPORT)
0 280 150 901 (EV1)
19.35 LB/HR 198 CC/MIN 146.28 G/MIN 14.5 Ohm 3.0bar OP

VN GROUP A V8 5.0L
0 280 150 706 (EV1) (Cream Tops)
22.55 LB/HR 231 CC/MIN 170.47 G/MIN 15.9 Ohm 2.5Bar OP

VP, VR, VS V8 5.0L (INCLUDING VR & VS CLUBSPORT)
0 280 150 960 (EV1)
19.92 LB/HR 204 CC/MIN 150.58 G/MIN 14.5 Ohm 3.0bar OP

VT V8 5.0L (INCLUDING CLUBSPORT)
0 280 150 973 (EV1)
20.21 LB/HR 207 CC/MIN 152.8 G/MIN 12 Ohm 3.0bar OP

VR, VS, VT 5.7L (215KW GTS)(Blue Tops)
0 280 150 775 (EV1)
25.9 LB/HR 265 CC/MIN 195.79 G/MIN 15.9 Ohm 3.3Bar OP

VT, VX, VY V8 5.7L LS1 (INCLUDING CLUBSPORTS, GTO)
0 280 155 931 (EV6)
26.72 LB/HR 274 CC/MIN 202 G/MIN 12.0 Ohm 3.5Bar OP

VT, VX, VY V8 5.7L LS1 (300KW, GTS)
0 280 155 890 (EV6)
24.57 LB/HR 252 CC/MIN 185.74 G/MIN 12.0 Ohm 3.5Bar OP

added vz v6

Interesting info, reading Jaymes thread on his datto buggy got me thinking about spray patterns when he swapped out the blue tops for ecotec injectors - if the ecotec injectors atomise the fuel better than the 'stream' from say a VNV6 injector could that be an advantage in a motor firing all its injectors simultaneously, i'm thinking the wave travelling back up the runner on intake valve closing carrying it back towards the plenum would be far better than wetting out on the back of the valve and could potentially help lower the air intake temp. It would also ad weight to the airstream which could be good or bad, the bad slips my mind for now - its late, the good would be the atomised fuel in the intake charge adding weight/inertia giving almost a ram effect better filling the cylinder for abit more power, also fuel in suspension burns - wetted out doesn't so it could reduce emissions too for the globally aware - of course i could be way off the mark (wouldn't be the first time-won't be the last)
Hopefully this stimulates some usefull discussion

sounds right, EV6 injectors are ment to atomize the fuel better as they have a better spray pattern than the old fat EV1's, i can't say ive noticed any worthwhile fuel economy savings using the EV6's in my vs, but i think throttle response is much better as the burn would be alot better.

there's a page here on bosch's website.

http://www.bosch.com.au/content/language1/html/4554.htm

Excerpt.

Later design fuel injectors [type code EV 6] use “director plate” multi-orifice technology to better atomise fuel across various operating pressures. These injectors allow more flexibility in relation to operating pressures without compromising spray efficiency or fuel atomisation.

this video here compair's them, ev6 spay looks finer.

http://www.youtube.com/watch?v=oxImoYMR ... re=related

What effect would the different ohm rating ( VN 14.4, VT 12) have? I recall many years ago rigging up extra speakers to the stereo i had in my shed at the time and popped a fuse in my amp due to the speakers having a different ohm rating - had to rig up another system quick smart to keep the party rockin
I like the idea of the better spray pattern but am in no hurry to fry a perfectly good '808

It adjusts the current.

Ohms law says http://en.wikipedia.org/wiki/Ohm%27s_law

The voltage is consistent (enough) and the resistance changes, which affects the current.

If you add too many speakers in parallel for each one you add the resistance is reduced so the current is increased to the point where the amp cant handle the heat created and either the fuse blows saving your amp, or it does not and the amp blows.

In the car, this is what will happen if you run low impedance injectors. The injector drivers wont take the current and you'll blow a fuse or the injector drivers themselves. But this is closer to 4 ohms, and as they are in parallel for MPI this reduces the resistance even more. 12 ohm to 14 ohm is acceptable for the high impedance drivers though, so there will be problem.

i have the long blue vt injectors in my vn right now

thread dig, but figured its better than starting a new thread.

So does that mean a VS V6 injector is the same as a VT V8 injector (Directly interchangeable?).

Reason i ask is one of the HSV VT 195kw engines I'm rebuilding has been fitted with the blue top 775 injectors from the VT stroker motor. As i am building a couple of these motors i want to make them all identical, hence going back to stock. The motors will be stock and run the stock 195kw tune. I have no intention of increasing power, so no need for a bigger injector.

The only other question is would it be worth fitting one of the EV6 style injectors for a better flow pattern? Would this make the engine run a little smoother/more responsive?

Cheers