Yes, when MS2 first offered sequential 4 cylinder fueling roughy 7 years ago I did extensive testing with a set of (relatively) good stock 19lb 8V injectors. Not only characterizing their dynamic flow rates and offsets, but the spray pattern as well. The goal was to "modernize" a mostly stock 8V NA engine to determine if there's any effiency to be gained with modern engine management. This research was brought on after reading several SAE papers on the subject, finding that an intake port with a single intake valve is less likely to consume the entire metered fuel charge with an atomizing injector, opposed to a narrow stream. The issue here not being deposit buildup, but port soaking during the injection event.
This is the mistake most people make when selecting a "better" injector for their car, assuming an injector that atomizes is superior to an injector with a narrow, focused stream. Two things happen with an atomizing injector: a percentage of the fuel injected gets absorbed into the port wall. During the intake stroke, not all of the fuel metered by the ECU will be consumed. The ECU obviously compensates for this in closed loop, however, you end up with a phenomena where the AFR will cycle during steady state cruise due to the port wall saturating and shedding fuel, and absorbing fuel again. What this results in is lost fuel economy and throttle response due to the inability to get all of the metered fuel into the chamber.
On an 8V engine and similar single valve ports, we ideally want the spray pattern as such that the injection event sprays fuel on the intake valve and that's it. Letting unatomized fuel soak on the intake valve benefits us in two ways: the heat of the valve boils the fuel and vaporizes it, and what hasn't vaporized is atomized by valve shear when the intake valve first opens. Hardly any fuel is lost to port soak because the intake valve isn't porous like cast aluminum or iron.
This is why you will find on any modern port injected engine the injection events are timed at low RPM and loads as such that the induction event is complete before the intake valve opens.
Back to my old NA 8V. During my testing I found that GM LS2 injectors have the identical spray pattern as stock 8V injectors. A little large for NA, but this is advantageous as injector events are shorter and can be more precisely timed. I characterized the offset and dynamic flow rate of each injector and was able to implement that data into MS2 as it allowed for individual injector characterizing. Spending countless hours on the dyno I was able to map out a solid VE table and injector timing table. The end result was a bone stock 245 (with exception of B cam) that averaged 25mpg city and 36mpg highway. Throttle response was crisp, and AFR during cruising would hold 16.0:1 without fluctuating even a single tenth.
Sure, you can throw any old set of whatever injectors you want in an 8V and it will start/run/drive. But, if you truly want "gains" you have to look beyond the static flow rate and how "new" the injector design is to accomplish any sort of gains.
