When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I haven't been able to find any information on these in our cars. So I went through it myself.
They flow 32# not 36.
The injector is 3mm too short so you have to double up the Oring.
Because all the pics and videos I found were awful and it took forever to figure out where they meant for the o ring to go it goes HERE:
The Voltage offset was pulled and interpolated from the L67 GM tune directly by me.
These values got my car running with about 126 BLM in the common use cells to I stuck with this:
This kept o2 swings super tight.
only Have to fully tune VE after this.
Last edited by Vanilla Ice; Jun 19, 2026 at 04:28 PM.
I haven't been able to find any information on these in our cars. So I went through it myself.
They flow 32# not 36.
The injector is 3mm too short so you have to double up the Oring.
Because all the pics and videos I found were awful and it took forever to figure out where they meant for the o ring to go it goes HERE:
The Voltage offset was pulled and interpolated from the L67 GM tune directly by me.
These values got my car running with about 126 BLM in the common use cells to I stuck with this:
This kept o2 swings super tight.
only Have to fully tune VE after this.
I have removed material off the fuel rail hold down bosses multiple times on multiple intakes in order to compensate for the slightly shorter injector bodies like those. I would never run a Multec junk injector so no reason not to modify the intake. I just grind them a little at a time until the injectors seat correctly. Works great and prevents the fuel injectors from ever being able to fall out of the rail even if the clips fail or from having vacuum leaks.
Those injectors are ~33.7 lb/hr @ 43.5 psi. I have had several OE sets cleaned and flowed over the years. They work very well in stroked/heads/cam LT1/LT4 or L29 builds. Your ~36 lb/hr OEM spec discrepancy comes from the L67s ~50 psi fuel pressure spec. OE Tune file for a L67 has them at 36.10 lb/hr @ 0 KPA manifold vacuum. Then again, my bone stock 1986 MAF TPI fuel regulator ran at 46 psi and to the best of my memory my SD TPI setup was right there too. So, in my TPI setups at least the injectors would have flowed ~34.7 lb/hr @ 46 psi.
I’ve heard and read all the different reasons and measurements for these injectors. And because of all the conflicting information and a complete lack of thirdgen coverage I knew I had to share these standards for my car for others to use as a reliable baseline.
I have not checked my fuel pressure. I was in to replace my fuel pressure regulator and swapped injectors while I was there. I used a parts store diaphragm and a brand new fuel pump. So my numbers are indicative of the 90% of people who will do the same. Install and go.
Obviously anyone who manages their fuel pressure more than i will have to adapt and should know the injector flow rate is where they dial it in for their tune as well.
I have removed material off the fuel rail hold down bosses multiple times on multiple intakes in order to compensate for the slightly shorter injector bodies like those. I would never run a Multec junk injector so no reason not to modify the intake. I just grind them a little at a time until the injectors seat correctly. Works great and prevents the fuel injectors from ever being able to fall out of the rail even if the clips fail or from having vacuum leaks.
This is the more permanent option. Grind 3mm off the tops of these bosses circled:
Last edited by Vanilla Ice; Yesterday at 11:05 AM.
