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(Left) This is the original Bosch Jetronic injector with its EV1 connector that is also called the Minitimer. Since most aftermarket EFI systems target the more modern EV6 injectors, using the early truck injectors will often require an electrical adapter. Making this early truck injector unique is its Multec 2 connector. The early Gen III truck engines such as the 4.8L, 5.3L, and 6.0L LS engines spec’d a much shorter injector body that retains the upper and lower O-ring dimensions of the LS1/EV1 but is substantially shorter than the LS1 injector. Unfortunately, GM didn’t carry this injector over to the trucks, choosing instead to go with an entirely different injector. These early injectors were used in the passenger car LS1 applications and while appearing more modern, retain the EV1 or Minitimer/Jetronic connector. This unit is much slimmer and slightly shorter than the early Bosch injectors, taking up much less real estate. Next in line in terms of height is the first-generation LS1 injector. (Right) The latest Gen IV style injector – sometimes called the LS3 style – is the shortest of the GM injectors. (Left) The tall LS1 style injector on the right is slightly shorter than the older Bosch TPI injectors on left, and retains the EV1 electrical connector. This injector was used all the way up into the mid-2000 model-year in certain vehicles. Right away, this becomes mystifying with three different ways to describe this electrical connector. This connector evolved into the Minitimer that now morphed to EV1. The earliest reference is the Jetronic –the Bosch name for its early fuel injection system. These Bosch injectors used a connector that is referred to by no less than three different aliases. These units are becoming less popular now mainly because they don’t deliver the high flow rates now demanded by today’s more powerful engines. These injectors are physically the largest and tallest of all the GM injectors. We’ll begin with the earliest Bosch style multi-point injectors that first appeared in the GM TPI engines around 1985. We’ll start with the physical size of the injectors because through the years they have changed drastically. Aeromotive does not recommend mixing and matching fuel rails due to the possibility of a high-pressure fuel leak. We placed this Holley LS1 / LS2 fuel rail to a cathedral port TrailBlazer SS intake manifold using Z-shaped aluminum mount adapters. It’s like having a friend who’s name is Bob on odd days and Fred on even days.Īll cathedral port LS engines use the same injector spacing which allows using aftermarket fuel rails like this Holley. The connector part of this story would not be too bad if the industry could stick to one name – but with multiple names for each connector – it can get perplexing.
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We’ve even delved into adapters that will allow you to install a late model injector, for example, in an earlier truck engine, as well as info on the confusing array of electrical connectors. We will focus on all the important injector fitment specs such as overall length, O-ring sizes, and electrical connectors. This story will take an overview approach to GM fuel injectors. Or, you could just listen to your brother-in-law – he knows everything, right? After researching these different injectors for our own edification, we realized we could save our friends a bunch of time if we just passed along what we’ve discovered. However, for performance engine builders, EFI swappers, and inveterate engine tinkerers, this ever-expanding range of fuel injectors offers both opportunity and confusion. This isn’t a bad deal for the repair industry – you just swap the dead injector with its intended replacement and the repair is complete. Just about the time we get comfortable with a certain injector, a new version debuts and we have to learn a new set of parameters. The same can be said for electronic fuel injectors. It would be nice if every new cell phone and electronic device was equipped with the same charge cord.