RockAuto, listed for a BMW 5 and 6-series from the late 70's as well as other vehicles. The specs show them as about 20% greater flow capacity than the stock X1/9 items. Direct fit. If I recall correctly the universal part number is "FJ709". But I just looked on their site and that number now comes up at $43 each. So I might be thinking the wrong part number, or frequently their prices go up and down depending on their supply on hand. So best to verify the number and shop around, it is a very common item.Where did you find your ~ $20 injectors?
Thanks Steve, this seems to be my problem. I'm not certain what gaskets were for what engines exactly. When I search online, many of the same ones are listed for different variants of Uno's or Punto's (1.3, 1.4, etc). Furthermore it seems many of the aftermarket gaskets are not like the original ones, regardless of the listing information.the odd port shape and silicone seal ring gaskets you're referring to are probably Mk 2 uno T and Punto GT gaskets respectively ... what you want is Mk 1 uno T gasket.
RockAuto, listed for a BMW 5 and 6-series from the late 70's as well as other vehicles. The specs show them as about 20% greater flow capacity than the stock X1/9 items. Direct fit. If I recall correctly the universal part number is "FJ709". But I just looked on their site and that number now comes up at $43 each. So I might be thinking the wrong part number, or frequently their prices go up and down depending on their supply on hand. So best to verify the number and shop around, it is a very common item.
Probably not if you're not planning to turbo it. You do not need more gasoline on a N/A engine. Clean your existing injectors to remove the dirt that built up in the injectors after many miles to obtain a good spray pattern. There are lots of how-to videos on YouTube if you are new to this.Would higher flow injectors be detrimental at all to a mostly stock SOHC? It'd be nice to refresh my injectors with brand new ones and not have to spend ~$1000.
Bjorn, several comments in response to your post.But how to remove them from the rail?
The BMW injectors I mentioned are a higher flow rate than the stock X1/9 injectors. I do not believe the stock X1/9 ECU will accomodate for that on a totally stock engine. If you do any performance modifications to your FI X engine (e.g. bigger cam, higher compression, header, porting or big valves, etc), then the higher flow injectors would be a good idea, especially with a otherwise stock FI system. Also if you swap to a aftermarket ECU that is programmable, then you can adjust the injector rate electronically and the higher flow ones are better. But with a completely stock engine / FI system it might be best to use stock sized injectors.Would higher flow injectors be detrimental at all to a mostly stock SOHC? It'd be nice to refresh my injectors with brand new ones and not have to spend ~$1000.
I sliced my fuelrail today, thanks for instructions Dr. Jeff, it worked out well. The UT Mk1 and US X seems to share the same fuelrail. My rubber hoses was hard and dry, had lots of cracks so they sure need to be replaced. Having a modern straight "stiff" fuelrail on X and UT Mk1 is not possible as injectors are mounted in a V-shape on cylinder 1-2 and 3-4 so UT Mk2 and other "modern" standard injectors cannot be used. A friend told me that UT Mk2 inlet tubes can be welded on X/UT Mk1 plenum to achieve this. However finding those tubes seem to be even more impossible than finding injectors. On Ebay I've found a set of 4 remanufactured BMW (0.280.150.151) injectors from an US company GB Remanufacturing for 182$, But with stupid Swedish import charges it would cost me almost 300$. Maybe this is something for you guys over there, but I must continue looking here in EU to obtain a lower price. Anyway, the BMW injector seems to be the easiest way going forward without complex modifications.The BMW injectors I mentioned are a higher flow rate than the stock X1/9 injectors. I do not believe the stock X1/9 ECU will accomodate for that on a totally stock engine. If you do any performance modifications to your FI X engine (e.g. bigger cam, higher compression, header, porting or big valves, etc), then the higher flow injectors would be a good idea, especially with a otherwise stock FI system. Also if you swap to a aftermarket ECU that is programmable, then you can adjust the injector rate electronically and the higher flow ones are better. But with a completely stock engine / FI system it might be best to use stock sized injectors.
I saw that the BMW items I bought from RockAuto had gone up in price since then. But RA changes their prices frequently depending on availability, so it can change up or down any time. A better option for retaining stock injectors is to have yours cleaned and serviced. Karl ("kmead") listed some places to get that done for a great price (around $35 each if I recall). I don't remember what thread that was in but maybe he can offer it up again.
Germany is in EU so I do not need to go there. I can order car parts from all countries in EU without extra customs charges etc. But best would be to find something on Swedish junkyards. I've managed to fit a "standard" Volvo, Pegeout, Saab etc. injector to a UT Mk I (and X?) by using a rubber hose that fits exactly to the drilled hole on the inlet. I am not using the plastic adapter between the injector and inlet tube because I realized it would break. The UT/X injectors do not have an O-ring, they have a round gasket that seals by pressure from the injector mounting ring. I assume an O-ring would cause the plastic adapter to crack over time.O.K. Bjorn, found my notes and lots of part numbers for you to look into. The Bosch number is either 0280150151 or 0280150152 (some sources may drop the first "0"). The BMW part number can be any of these: 13641358916, 13641361353, 13641363918, 13649058762. And the "generic" interchange number for the injector (any brand) is FJ709.
The online parts seller "RockAuto" currently has them for $40 (USD) each:
https://www.rockauto.com/en/parts/standard+motor+products,FJ709,fuel+injector,6224
https://www.rockauto.com/en/moreinfo.php?pk=1319583&jsn=254
Those are the ones I bought a year or so ago from the same source and they were actual new Bosch parts. Great price, but their availability and prices change constantly depending on what inventory buyouts they find. I understand RockAuto has international locations but I have no idea the details, however it may avoid some import tax? Or what if someone sends you a personal package from another country, any tax?
Search all of those numbers to see what comes up in your area. Like I said they should be very common in Germany. Can't you drive there by way of Denmark? I'm sure there are other options besides the BMW application, I'm just not certain what they are. The BMW one is rated by various sources anywhere between 248cc/min (lowest) up to 304.8cc/min (highest), with most ratings at 258cc/min (all at 3 bar, a Bosch fuel pump for a VW, BMW, etc, easily delivers 7 bar). I guess different test methods are used, but it gives you an idea of the capability - plenty for a performance 1500 engine with a single cam, two valve, counterflow head and mild boost. Plus they use the same electrical connector, and fit either the X or UT stock fuel rails (you may need to use the Fiat O-rings to mount them in the injector holders).
I certainly agree that a correct set up is important, not only for performance but longevity and reliability. And to do that requires a suitable budget. However having the right set up does not necessarily mean buying the most expensive components on the market. I realize that wasn't what you were saying. So please don't get me wrong, I agree with what you said and I completely believe in having good equipment. But I just wanted to make another point, that a proper set up can be achieved while keeping within a reasonable budget IF things are selected carefully for the specific goals planned. In some areas there are component options that achieve the same function to the same degree without breaking the bank, especially if you are not building a race engine. For my current turbo project that is one of the primary goals. I am not seeking ultimate performance, there is no intent to make it a competition vehicle. What I am looking to do is provide a package that makes the car more drivable and enjoyable (for normal street use) than the stock SOHC provides, while keeping it reliable, and doing it within a reasonable budget. My hope is to develop a plan that others could follow with their stock healthy SOHC (as I am doing), and achieve the basic equivalent to a "built" NA engine - but without having to stress it to the limits, have lots of torque, and for less total expense. It may not prove to work the way I intend, but that's the plan. So I am looking for ways to control my spending while not compromising on the important (vital) aspects - for my specific goals. The current discussion of injectors is a good example. With a small turbo, low boost, mild build the injector requirements were calculated at less than 250cc/min flow rate (actually less than 200 but I want some headroom). If the hose-top Bosch injectors (e.g. the BMW 3.0 ones noted earlier) can reliability do that, and work compatibly with my chosen aftermarket standalone ECU, without having to modify things, and for a lot less expense than converting to another style injector - then it fits within all of my goals. On the other hand there are some components that cannot be compromised - such as the ECU. As in your case, the stock ECU simply won't work so the expense of a suitable standalone aftermarket ECU is required.My real point for posting is to highlight the necessity to get things right on modified engines and not to been too mean with your budget, or, realistic in what it will sustainably achieve.
Bjorn, I'm not sure if I completely followed what you did. Does the hose go into the intake manifold's injector bore, then the injector go into the hose? In other words it replaces the o-ring (Volvo) or round rubber mount (Fiat)? If that is what you have done then I'm thinking it might be as well to use the stock injector plastic mount. Will the Volvo injector fit in it? The Fiat injector does have a o-ring, so I do not think the plastic mount would break. But maybe I misunderstood, sorry.by using a rubber hose that fits exactly to the drilled hole on the inlet. I am not using the plastic adapter between the injector and inlet tube because I realized it would break. The UT/X injectors do not have an O-ring