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I have no idea, but I assume starting off with the correct temp offset values is the best course of action. I also assume heat physically effects the pintle valve and electrically effects solenoid...

OK gotcha thanks

These modified ones flow at 81 lb/hr @ 58 PSI.

I just figured they re-drilled the existing orifices in the cap and/or added new ones. Taking apart the body seems like a one time operation and super high risk for leaks. The internal stuff in there...

LOL well I got them used so no returning. I sent them to Greg Banish for testing and got legit data, except that he does not provide the temp offset data. So just trying to dial in that last piece.

The injectors work, I am not testing them for go/no go. I am trying to determine if in fact these actually are LS4 injectors. They are stamped with "0 280 158 xxx". The xxx part has been melted off...

Thank you! I was hoping for something more specific than 11-14 ohm lol.

Can anyone tell me what LS4 injectors should measure resistance wise on a DVOM?

I believe they included all the pro features into the MVPI3 as a way to entice people to upgrade to it.

Yep sounds exactly like my issue. Cranked for 2.7 seconds. Got it down to .3 now. The resolution was to delay SOI to move it closer to PPV during cranking. Worked like a charm.

Are you seeing anything specific in the log that indicates lean? Or some other reason?

Yeah I have always heard big injectors make idle quality suffer, but I have never heard anyone talk about start up issues.

Ok so just a follow up here. 07GTS had commented on a different thread that maybe EOIT was to blame. I had come to this same conclusion (or at least an idea to test since traditional/air/fuel/spark...

I have tried adding more fuel and that doesn't work.

I just don't understand why IPW tapers off when:
1) Cyl airmass, MAP, RPM, voltage are all more or less flat
2) MAF, VVE, Dynamic Air all...

Great info, thanks!

Based on my personal results and experience with the Comp needle bearing trunnion kit, I will never ever give Comp Cams any of my money again and refuse to run any of their hardware on anything until...

So yes I had the same exact thought and that is on the books to experiment with. First order of business was to fix the rocker arm issue, which is done. I also swapped in the OEM LS3 injectors so...

OEM rockers with CHE guts and ARP studs.

Peak piston velocity

I have listed and explained all the math in this video and it has a companion Excel spreadsheet you can download to see and play with the coefficients.
https://youtu.be/pZ7i9c0sCN8

Turns out I am an idiot...I installed the trunnion upside down. The flat chamfer for the nut was facing down.

Also that BTR kit...looks like they have an option for the M311 heads! Tempting...
...

I used those specs to plug into this online cam calc. It will rough GUESS the .050" valve events. Again, I can't stress this enough, it is a start but you will need to go from here to fine tune...

Do not zero out the injector temp table. That has nothing to do with injector timing anyway.

If you want to learn you can watch this, and also use the EOIT tool in my sig line....

Well looks like the file corruption was something else. The funky MAF Hz and MAF failure appears to be related to the fact that the ARP nut backed off the stud on the #8 intake rocker. It chewed up...

I was doing some testing yesterday and after a WOT pull the car started acting "funny". It was running rough and fuel trims went from -2% to -20 to -30%. I was convinced it is was a broken...