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Old 10-09-2018, 08:48 PM   #1
lummert
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Default Bosch 0 280 155 811 Injectors

Stumbled upon a fuel rail including injectors from a scrapped Buick 3.8 Supercharged V6 engine at my friends junkyard. Specs show they are from 02-05 Buick Park Avenue Ultra with Supercharged 3.8 V6.

36.25 lb/hr @ 3 bar
381 cc/min @ 3 bar
274 grams/min @ 3 bar
42 lb/hr @ 4 bar
High Impedance

GM # 24508208
White body
EV1 connector
4 hole

Planned use: My 88 765 with B230FT. Currently running Bosch 0 280 150 934 from earlier supercharged Buick 3.8 V6.

0 280 155 811 shows Gen III EV1 Jetronic port /4 hole nozzle.

Motor Man Fuel Injection Supply shows Bosch 0 280 155 811 flow rate being:
34.3 lb/hr
360.5 cc/min
260.8 grams
43.5 psi
3.0 Bar
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Last edited by lummert; 10-10-2018 at 01:31 PM..
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Old 10-10-2018, 12:46 PM   #2
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What? No one has any comments on Bosch Gen III injectors with Jetronic EV1 connector and 4 hole fuel nozzle?
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Old 10-10-2018, 01:02 PM   #3
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Looks like they are slightly bigger than the 0-280-155-830 / 0-280-155-766 T5 injectors.

Should be fine if you are looking for some more boost & fuel.
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Old 10-10-2018, 01:59 PM   #4
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Ford Racing Red 30# Bosch 0 280 155 759
Factory injector for 5 cyl Volvo Turbo engines

Flows 30.75 lbs/hr @ 39 psi.

I'm going to try running the 0 280 155 811 at 2.5 bar (39.15 psi)
These should flow 31.30 lbs/hr at 2.5 bar (39.15 psi). I have 2 BMW 2.5 bar fuel pressure regulators that are direct fit to the fuel rail.
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Old 10-10-2018, 02:04 PM   #5
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Are you still on lh2.2? You might have to fiddle with the amm screw to get a not too rich idle.
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Old 10-10-2018, 04:32 PM   #6
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Quote:
Originally Posted by VB242 View Post
Are you still on lh2.2? You might have to fiddle with the amm screw to get a not too rich idle.
Yes, it's still LH2.2 and yes I'm able to use my LED tool to fiddle with the AMM POT screw.
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Old 10-11-2018, 08:34 AM   #7
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Other than injector flow and impedance, there are also injector dead time and voltage correction to set.
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Old 10-11-2018, 02:58 PM   #8
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Quote:
Originally Posted by tryingbe View Post
Other than injector flow and impedance, there are also injector dead time and voltage correction to set.
Injector dead time as in adjusting the AMM?

Voltage correction as in bypassing the ballast resistor?
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Old 10-12-2018, 01:13 PM   #9
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Quote:
Originally Posted by lummert View Post
Injector dead time as in adjusting the AMM?

Voltage correction as in bypassing the ballast resistor?
No to both.

Injector dead time is the time that the injector needed to go from fully close to fully open. Dead time spec is usually at 13.8 volt and it is important to idle quality.

Voltage correct is measured in ms/v because the injector will open faster if you apply more voltage, and slower if you apply less voltage. Since car's voltage can vary a pretty wide range between 11.5 to 14.7, the ECU is programmed with voltage correction in mind.
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Old 10-12-2018, 01:40 PM   #10
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Quote:
Originally Posted by tryingbe View Post
No to both.

Injector dead time is the time that the injector needed to go from fully close to fully open. Dead time spec is usually at 13.8 volt and it is important to idle quality.

Voltage correct is measured in ms/v because the injector will open faster if you apply more voltage, and slower if you apply less voltage. Since car's voltage can vary a pretty wide range between 11.5 to 14.7, the ECU is programmed with voltage correction in mind.
Don't worry about it Lummert, it's not adjustable on 2.2 unless you burn a new chip. Just get the mixture right and see how it drives. I had to lean that screw all the way out to run brown tops.
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Old 10-12-2018, 05:32 PM   #11
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I found that these Gen III injectors are an upgrade to 0 280 150 934/0 280 150 945. 0 280 150 934 are what I'm running now. 0 280 150 945 are Ford Racing red top 4-hole nozzle injectors.

0 280 150 934
315 cc/min @ 3 Bar
30 lbs/hr @ 43.5 psi

Found mention of Volvo 94545560, 0 280 155 759, and Ford Motorsports BB302 replacing old style Bosch 0 280 150 945, 0 280 150 911.

Last edited by lummert; 10-12-2018 at 07:16 PM..
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Old 10-13-2018, 07:39 PM   #12
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I installed these 0 280 155 811 injectors today. They required placing a spacer on the bottom then the o-ring as the measurement between the top and bottom o-rings was less than with the stock injectors. Got everything back together and started up after the fuel got to the injectors. AMM pot screw adjustment with LED tool ended up at 004 ohms. Decided too much fuel and installed BMW 2.5 Bar fuel pressure regulator. Adjusted AMM pot screw, need a test drive to determine if the engine will have enough fuel with the 2.5 bar FPR.
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Old 10-14-2018, 11:25 AM   #13
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Using fuel flow calculator to calculate fuel flow rate of 0 280 155 811 injectors at 2.5 Bar.

Old pressure 43.5 psi (3.0 bar)
New pressure 36.25 psi (2.5 bar)
Size of injector 34 lbs/hr (354 cc/min)

Injector flow rate at 36.25 psi (2.5 bar)
31.038 lbs/hr
326.21 cc/min
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Old 10-14-2018, 01:06 PM   #14
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My car is running like a scalded ass ape with these injectors @ 2.5 Bar. Even the idle is better.
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Old 10-14-2018, 01:19 PM   #15
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Quote:
Originally Posted by lummert View Post
My car is running like a scalded ass ape with these injectors @ 2.5 Bar. Even the idle is better.
Curious what your setup is.....turbo size etc?
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Old 10-14-2018, 01:42 PM   #16
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Quote:
Originally Posted by thismachine13 View Post
Curious what your setup is.....turbo size etc?
1988 765 with B230FT. stock exhaust manifold and TD05-12b. 2.5 Bar FPR is Bosch 0 280 160 226 from BMW 318i.

Last edited by lummert; 10-14-2018 at 02:00 PM..
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Old 10-14-2018, 01:47 PM   #17
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Found mention of the white-body newer style injectors, the slim ones, from either an S60 T5 or a Supercharged Buick V6 saying these are an alternative to the browntops. Post#118

http://forums.turbobricks.com/showth...t=20676&page=5
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Old 10-15-2018, 01:26 PM   #18
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I found this info in reference to boosted LS fuel injectors. This may explain why higher flow injectors work better on lower pressure.

The best performance for an injector is to maintain a constant DELTA pressure across the injector (which is why there's a vacuum/boost input into most regulators).

Basically, you want a rise of one psi of fuel pressure to each psi of boost (which is what the 1:1 should do if it can handle boost). This maintains a constant pressure across the injector (which makes the tuning much easier, otherwise you have to compensate for pressure in the tune too).

If the injector can flow sufficient flow at a lower delta pressure (and not kill the spray pattern or cause lazy closing of the injector...some rely on the pressure as part of the closing force for the coil).

The lowest pressure that will flow the amount needed through the injectors will prolong the life of the pump and put less heat into the fuel. The current (heat) in DC motors is directly proportional to the mechanical load (pressure).

Running a boost/vacuum referenced regulator reduces the pump load even more.
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Old Yesterday, 09:36 PM   #19
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I've found mention of a Bosch Gen III injector that runs at 2.5 bar.

0 280 155 010 fits 92-95 Porsche 968
32.5 lbs/hr @ 36.25 psi
341.6 cc/min @ 2.5 bar

Also found Bosch Cobalt Blue at rated at 2.7 bar and at 3.0 bar

0 280 155 767 replacement for Porsche 968
363 cc/min @ 2.7 bar
Latency 12 volt, 0.605 ms; 14 volt, 0.305 ms
14.0 ohms
4-hole disc nozzle

Bosch Cobalt Blue 0 280 155 767
375 cc/min @ 3.0 bar
Latency 12 volt, 0.605 ms; 14 volt, 0.305 ms
12.0 ohms
4-hole disc nozzle

Resistance difference of 2 ohms between 2.7 bar and 3.0 bar.
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