I have the major componets from a 8.1 liter truck engine and I am not having a lot of luck finding out the size of the injectors. I would like to put this on my 454. The injectors are rochester N179 17109596. I did find a listing on one of the sites that do injector cleaning. They list the size as 204 cc. Does anyone know what this converts to in Lbs/Hr? They only listed 204 cc but no reference to a time factor.
I'm not sure what to expect out of this FI setup. Is anyone currently using it? Besides my Chevelle, I may be able to utilize it on a 454 that I'm planning on sliding into a 71 F**d 250 pickup that I use for towing my camper/trailer.
Any ideas or comments will be appreciated.

Google is your friend. Still.

http://www.csgnetwork.com/injectorvolcalc.html

204cc/minute = 19.4Lbs/hour.

Thanks for the help Tom. These are really puny. I figured what I need on a performance 454 (7.4 liter) would be either 30 or 36 lb/hr. So I guess that these, lets say 20 lb/hr injectors for 8.1 liters would probably be rated less than 5000 rpm. Maybe they run the fuel pressure really high?
No doubt they are designed for best economy. Probably a good application for my pickup. An overdrive unit (gear vendors) would be nice on the back end of a th400 to get best mpg.

you would be looking at probably 35lbs/hr injectors for a decent running BBC. those vortecs BBs have very small ports and tiny cams to produce massive torque at very low RPM.

I see you have Megasquirt listed on your car. How is that working out for you? I'm interested in that deal, thinking about a DIY injection setup for my own car. DId you build the kit or buy a completed unit? Any gotchas or other wisdom you could pass along?

I just got into the Megasquirt system about two weeks ago. I'm still assembling the ECU. I made a few boo boos on it and am taking a break right now. I made the mistake of not ordering the stimulator kit that is used for checking out the operation of the ecu in different stages as you complete the assembly. There is about 5 stages that you can proof your work as the assembly progresses. Well I got ahead of myself on the assembly due to not having the stim board. As you assemble the kit you customize the ecu for your particuliar features. One feature allows you to use the GM stepper motor for IAC or idle air control on a cold start. Ford and chrysler use a different setup. Some use pulse width modulation. So you jump around to different instructions as you progress to provide the hardware that will control YOUR choice of mix and match pieces that will be YOUR system. That is the nice thing about it. You can do just about anything you want with the system. A lot can be done with just good basic skills.
The worst part of the whole deal. If there is one, is sifting through all of the different scenerios. Some software is provided by other customers and dealers. All the code is open and available. Improvements are being worked on by people all over the world.
The thing I like most is eventually I will understand the circuitry that I'm putting together and will be able to repair and troubleshoot the whole system. Other than the Control chip, the parts are shelf items available worldwide.
You save about $150 on the main processor board by doing the assy yourself. I'm doing it so i'll have a better understanding of the system.
Check out the Megasquirt website for yourself.
www.megasquirt.com (http://www.megasquirt.com)
Feel free to ask any other questions.
Long post I know. Couldn't help myself. The keyboard made me do it.

I have an extra set of injectors and a fuel rail for an 8.1. Supposely "new" because the gasoline injectors were removed from a truck that was converted to Propane before delivery to the end user. I need money to buy the throttle body, computer, and harness. Send PM for more details

yeah, that's an issue, confusing maze of options. but, I'm usually pretty good with confusing mazes of options. :)

did you do MS I or MS II?

Looks to me like I'll do the MS II. I have a buddy that's heavy into this stuff, I might be able to acquire the injectors and whatnot through him. He has bins of stuff to build the wiring harness, sensors and stuff.

I'm sort of looking forward to it.

Tom, I think the MS I is a lot simpler, the MS II has a faster processor by 4x and more points to do things like rev limits, shift lights and such. Thats why I figured the MS II would be best choice for all around and future. Another nice thing is the fact that I'll have more than one system, but only need to buy things like the mega stim, megaview and the cable one time and utilize for any and all megasquirt systems. MS II also has the communications capability to talk to CAN which is common now to most car manufacturers protocol. CAN replaces obdII . Data logging and wide band o2 are real nice things to have. For $200 you can substitute wide band o2. Even add a second sensor for the other bank. I guess it won't be long before each cylinder will have its own o2 sensor. How many sensors do you want? Heated or plain Jane? Wide band or plain vanilla?
Timing with MS is going to be great. Imagine, no more counter weights or vacuum advance. Change your timing curve with a keystroke. Add a second map sensor and you can run realtime altitude compensation. This would be real handy for those areas like Denver or anywhere you are subjected to altitude changes.
With one of those wide band sensors for $200 you can get a handheld readout and use it to tune just about any vehicle. Total cost under $400. The sensor has built in electronics that fools the computer into reading the full spectrum. It has more than one output so you can feed the vehicle and the handheld and/or the dyno.
I think i'm having an information overload.

so you're doing the MS II? that's where I was going. mostly for flexibility you noticed. I run a large cap HEI, trivial to switch that over to computer timing. Cripes, I hate to think how many CCC HEI's I've tossed over the years.

It'll be fun planning and building this thing.It's been a long time since I did anything much with my car. I think it's 5 years since I switched over to the 200-4R OD and 12-bolt 3.73.

I think you can run either the small or the large distributer. The large one would have to have the mechanical advance disabled along with the vacuum advance. I think you can retro it with eiother the seven or eight pin ignition module. The GM ignition module can also be used on other makes of vehicle to utilize timing control.
When I was doing my EFI research and trying to pick a system, I looked at Accell, FAST, Edelbrock, and Holley. They all seem to have a downside in my opinion. There are so many web sites with so many errors that getting good information is next to impossible. I wanted to mix and match componets from different manufacturers , but there is not enough ACCURATE and detailed information available in order to do so. The intake manifold selection for BBC EFI is limited. Try to find a dual plane, oval port intake with injector bosses machined that will fit under your hood and for a reasonable price is impossible. I think the key may be to get a manifold that suites your needs that has bosses for NOX and get it set up for injectors.
I guess if were real easy everone would be doing it.

Yes. They never have exactly what you want.

I really do have a friend in that business, if you want to pick out a manifold I can have him either machine the NOS bosses or if it doesn't have any or they're the wrong size or something he just chucks the thing up in his mill, makes flat spots on the runners and welds on the F.I. bungs. Basically, you can have whatever manifold you want. He also stocks the fuel rail material and hardware to make the rails to fit the bosses on the manifold.

Let me know if you want me to to persue it. His stuff comes out nice. You can PM me. I guess I better start thinking about what I want too. I'm pretty much all about high velocity stuff, I don't want a big open plenum deal. I might ask him to just do it on a Performer RPM Air-Gap. I have a Perf RPM Q-Jet on there now. If I have port F.I. I can run the air-gap.