Anyone know the flow rating of the
1994-1995 iron V10 engine
with its OBD-I computer system?

This fuel injector might be
Chrysler Part No. 53040003

I know from past manual reading that the fuel pressure of the 1992-1995 V8s was supposed to be 35 psi +/- 5,
and that the later 1996+ OBD-II fuel pressure went up to 43 psi +/- 5.

Anyone know what psi the 1994-1995 V10 fuel pump assembly was putting out?

see archived post below
on what Larry Shepard of MP said various year and engine fuel injector flows were
=====
begin quote:

"I read the following from the Q&A section of the April 2001 Mopar Performance News:

Question(5) I'm working on a fuel-injected combination and my dyno program
shows I could benefit from more injector delivery. What can you tell me
about flow rates of the injectors in your catalog? Also, if you have
the factory injector rates would be very helpful.

Answer(5) You should step up the injectors in something like only 25 percent
increments. The production V-8 is 24 - the MPP package is 30! Remember
that you must change the computer if you change the injectors; at the
least, it must be reprogrammed with the new injector values. Injector
rates are not as easy as one might think, but they go something like
this:

Engine Years Flow rate in lb/hr
Neon ( All) 23.9
2.5 Magnum 91-95 17.4
2.5 Magnum 96-01 23.2
4.0 Jeep 91-95 21.4 (Equivalent to Lucas 5207013 )
4.0 Jeep 96-01 23.2 (Equivalent to Lucas 5208005 )
5.2 Magnum 92-95 18.2
5.2 Magnum 96-01 23.2
5.9 Magnum 93-95 24.5(Chrysler 53030262)
5.9 Magnum 96-01 23.2 (Seimens/Chrysler P/N 53030778)
---end quote---
additional note:
Frank Holloway in Oct 1998 on the Dakota Mailing List
said that he actually had tested the
OBD-II 5.9V8 fuel injector above that is listed as 23.2 lbs/hr and found:
quote
Dodge uses a Siemens injector on the Magnum engine
( I checked the 1998 5.9L Magnum).
The Dodge P/N for the 98 injector is 53030778 and that is the same Siemens P/N.
The injector saturates at 232 cc's (approx. 82% cycle duty) and it is the high impedance type.
The flow rating translates into approx. 22 Lbs/Hr.
end quote

btt

Still hoping to get any help on this,
particularly whether the

53040003 or 53041073

fuel injectors used on various years of the
8L iron Ram Pickup V10

compare to the
53030262
fuel injector used on the '94-'95 Magnum 5.9 V8
or the
53030778
fuel injector used on the '96-'99 Magnum 5.9 V8

The only info I have been able to find
is that the Chrysler 53040003 fuel injector used on the V10
cross references to being equivalent to the Bosch 0280155101
and that Bosch unit has been flow tested to 256 cc/min
or about 24 lbs per hour

It looks like the 53040003 V10 injector
is roughly the same flow as the
53030262 fuel injector that was used on the
1994-1995 Magnum 5.9L V8,
which Chrysler lists as a 24 lb/hour fuel injector too, probably at at a test pressure of 39 psi (2.7 Bar), considering that the 1995 Field Service Manual states that fuel pressure for both V8 and V10 should be 35 to 45 psi.
FSM also states that fuel volume for both V8 and V10 should be 2 liters per minute out of the fuel pump submerged in the Ram Pickup fuel tanks.

Since the V10 cylinder is 48.8 cubic inches
and makes 44.5 foot-lbs of torque per cylinder at 3200 rpm;
and the 5.9 V8 cylinder is 45 cubic inches
and makes 41.25 foot-lbs of torque per cylinder at 3200 rpm;
I was hoping the V10 fuel injector was approximately 8% higher flow,
but I guess not.

Mancini Racing has the V10 injectors on sale at a reasonable $20 each,

http://chucker54.stores.yahoo.net/8dyin19pn53.html

and I had been thinking of buying a few for balancing the leaner cylinders of a 5.9L V8

A well operating obd 2 fuel system from 96-2003 magnum v8's is approximately 40-52psi. You'll get about 6% more flow at this pressure from a given inj compared to operating at 43.5psi which inj's are rated at typically. That's why in 2000, they changed the rating to 21lb injectors. I guess they noticed they overlooked this factor because nothing changed really from '99 to 2000 except style of connector and some emmissions parts. Same fuel pressure.

If you want the best economy and performance, I would look into a ford 4 hole injector with the smaller body. The lighter components inside allow for better fuel control and if needed you can run them over 80% duty cycle because of the lighter internal components. I don't mess with obd 1 so I can't help there.

Yes, I was looking for something inexpensive,
with the same electrical connector as the 1995,
and anywhere from 4 to 10% higher flow than the 53030262 injector,
for the purpose of custom 'balancing' of the air to fuel ratios of individual cylinders at part-throttle,
and maybe even enriching a bit cylinders 7 and 8,
which seem to be the most prone to pinging at wide open with 87 octane on hot summertime days.

The Ford Motorsports 4 hole injector ratings
seem to jump from 19 to 24 to 30 lbs hour,
which is a bit too much spread for custom balancing.

Jegs

http://www.jegs.com/p/Bosch/Bosch-Fuel-Injectors/1148288/10002/-1

says the 23.7 lbs/hr version of the Ford EV1
is a Bosch manufactured 0-280-150-947
rated at 249 cc/min
which is probably less than the
Siemens manufactured Dodge 53030262
rated at about 255 cc/min

what about replacing the fuel rail with a distribution manifold, and an adjustible fuel pressure regulator before each injector, and it's own dedicated line to it to fine tune via adjusting pressure? or ditch the stock computer for a true sequential controller (FAST, MS-II, etc) where you can do individual cylinder trimming?

Visit this thread, I put some injector links in there:
https://board.moparts.org/ubbthreads/show...&PHPSESSID=

If the MegaSquirt-II gets thoroughly debugged
and its features of the individual cylinder air to fuel
and cylinder adjustable ignition timing works
that seems like it would be worth the money & time
to switch.

Yes, thanks for posting that, I saw and followed those links looking for info.

Although there is a definite trend toward higher fuel pressures feeding injectors to improve atomization,
see for example:

http://www.bionicdodge.com/bionic/index.php?topic=3027.0

I have come to discover that past researchers at the auto companies and the research labs looked into this long ago and found that improvement in atomization has only a limited effect on improving fuel economy.

See for example the following graph from page 831 in John Heywood's text where a special vaporization device was used to make the air/fuel mixture on a gasoline engine on a dyno for what might be thought of as the ultimate in atomizaton:

A pair of quick duty cycle calculations
to see if that hints at anything on the unknown
V10 injector capacity.

First the 1994-1995 Magnum 5.9L V8
since Larry Shepard has written in MP New magazine that it is a known 24.5 lbs/hr

PerformanceTrends Engine Analyser 3.2B computer program estimates that at an air to fuel ratio of 12.5 the wide open throttle fuel flow at 4000 rpm is 130 lbs per hour for 8 injectors on a Magnum 5.9L V8 with 1995 specs.
Since the factory stock setting of air to fuel is also known to be actually much richer at 10.5,
we increase the fuel flow to (12.5/10.5 times 130) = 154.8
154.8 divided by 8 injectors = 19.4 lbs per hour

19.4 divided by 24.5 = 79% Duty Cycle

Since the typical recommendation is to stay below 80% duty cycle on sequential fuel injection this sounds believable.

Now for the V10

PerformanceTrends Engine Analyser 3.2B estimates 171 lbs per hour flow at wide open throttle at 4000 rpm using an air to fuel ratio of 12.5
Increase the 171 lbs/hr by (12.5/10.5) = 203.6
203.6 divided by 10 injectors = 20.36 each

20.36 divided by 0.79 percent duty cycle = 25.8

So a guess would be that the
1994 V10 injector PN 53040003
should be (25.8/24.5) larger

or about 5% higher capacity

The 1995 Field Service Manual says that both engines are getting the same 35 to 45 psi fuel pressure from a 2 liter per minute fuel pump assembly. Converting 2L/minute to pounds per hour is approximately
(2/3.8 times 60 min/hr times 6.5 lbs/gal)
= 205 pounds per hour of gasoline
so even on the V10 truck there is enough fuel available to the injectors