Manual DLL injection is a technique for stealth DLL injection. It works by copying the DLL image into target process's address space. The injector then copy the loader code into target process's address space, and then executed. The loader code perform relocations and resolve DLL imports for the DLL image. Finally, the loader code find for the DLL entry point, and then call it if found.
We know many people have bought or are looking into buying our product either used or new. We thought we would put up some info to help our customers identify whether or not they have Fuel Injector Clinic fuel injectors.The most obvious way to tell that they are Fuel Injector Clinic injectors is to look for one of our stickers or laser engraving on the product. The older stickers (4 years and older) have a silver background. The newer stickers have a dark blue background. Newer injector will feature laser engraving in place of stickers.
Stealth Injector 64 bit
The last way is to look for a Dark Blue adapter. This way will only work for the newer generation of injectors that require adapters to fit in most applications. Again if the adapters are not dark blue but a light blue and do not have a FIC sticker on them, they are not our product.
The main benefit to Data Match Technology is that your injectors are not only match precisely in flow rate but that they are also match by latency. A added benefit of this is that we keep a database of all the injectors flowed, meaning if you bought a set used and you have the serial numbers, we can reproduce the original data sheet with the slope flows and individual latency data for that set.Lastly if you are ever in doubt about a set of injectors you can always contact us with a picture and we would be glad to look at it and help you identify that they are Fuel Injector Clinic Injectors.
You can measure the resistance across the two electrical terminals of the injector. If the resistance is between 1.5 and 4.0 Ohm you have low impedance injectors. If the resistance is between 8 and 16 Ohm you have high impedance injectors.
Many aftermarket ECUs are able to drive both low and high impedance injectors. If you have a concern regarding which you should choose you should contact the manufacturer of your ECU or refer to its installation manual to determine the best choice.
Thanks to this newer technology the current high-z injectors are more linear throughout their pulse range; they are able to repeat shorter pulse widths consistently which means they can provide excellent part throttle and idle characteristics, and operate at higher maximum operating pressures.
These facts make choosing one of the new high-z injectors we offer a no-brainer if your ECU and fuel system setup allows you the choice, and the budget will stretch to the slightly higher average cost.
The latest injector technology has turned this area upside down in the last few years! Until recently you would see that most of our injectors flowing more than 500cc/min were low impedance injectors since the larger flow size injectors all came that way. We still sell low impedance injectors (650cc/min up to 1650 cc/min), but there are now high-z injectors, like our 900cc, 1100cc, and 2150cc units which outperform their older low-z counterparts quite significantly. These new technology high-Z injectors display great linearity throughout the pulse range and have fantastic short pulse width repeatability which results in stock-like idle and superior part throttle characteristics from these large injectors. That does not mean that you have to run high impedance injectors if you need flow over 900cc/min. There are still lots of customers whose cars were equipped with low impedance injectors as OEM equipment and who are able to use injectors - like our BlueMAX line of 1250cc/min through 1650cc/min injectors - which provide great drivability at more affordable pricing.
If you are running a stock (OEM) ECU, the most likely answer is NO! While most recently produced cars left the factory floor with high impedance injector driven by saturated signals from the OEM ECU, there are a few cars (for example the US Toyota Supra TT or the Mitsubishi Evo 8 & 9 or all the DSM Turbo cars [Eclipses, Talons, Lasers]) that came with low impedance injectors that should have been driven with P&H signals. Why do I have a resistor pack in my car?
There are quite a few aftermarket ECUs (although not all) that will be able to provide both saturated and peak and hold injector drivers. Make sure you set your ECU to match the type of injectors you purchased!
The way they solved the problem was to add a resistor box into the fuel injector harness, thereby increasing the resistance in the circuit to the higher value needed to prevent the ECU injector drivers from overheating due to excessive current draw. (e.g. low-Z injector resistance is 3.0 Ohm, plus in-line resistor of 7.5 Ohm, making a total resistance of 10.5 Ohm, which is safe for the ECU).
1) An important thing to remember is that E85 is 85% ethanol; Alcohol based fuels (like ethanol) are hygroscopic (see technical data). That means that if the fuel stands for a while, it will draw water from the air and potentially start corroding (rusting) parts that are not protected. In any injector it is necessary for some of the internal parts to be made of ferrous metals since the electromagnet would not be able to open the valve if it were non-ferrous. These ferrous parts can corrode (rust) if not protected. Under normal conditions enough fuel flows through the system to expel the water and let the 15% gasoline do its job of both lubricating and protecting the internal parts against corrosion. If a vehicle is only run occasionally or the injectors are removed from the sealed fuel system, the injector parts can be exposed to conditions they are not designed for and cause the injector to lock up or change the flow rate.
-Run a tank of gasoline every 2-3 months to dissolve the buildup.-Run fuel cleaners to dissolve and remove the deposits (limited success reported here!)-Clean the fuel tip of the injectors with brake cleaner after identifying buildup during visual inspection. This works when the buildup is only external and is only influencing the spray pattern. By the time the buildup is internal and the flow is inhibited by buildup on the valve seat, this type of cleaning will no longer be effective.
None of the pure alcohol fuels contain any natural lubricant, so please always pickle your systems and/or use fuel additives that specifically address the lack of lubricant. Initially the injector will work fine, but without lubricant all mechanical systems with metal to metal moving parts will wear causing irreversible damage to the injector and other fuel system parts.
Q16, VP Import, and FTW Fuels:FIC 2150cc/min injector and the incompatibility with MTBE Oxygenated fuels like Q16 and VP Import:Certain injectors (at the time of writing this applies only to any of the FIC 2150cc/min high-z injectors) can have incompatibility issues with certain types of fuel. This know case applies to an internal o-ring that swells when it comes in contact with the MTBE in oxygenated fuel like Q16 and VP Import, causing the flow rate of the injector to decrease by as much as 30%. This flow change will reverse if other fuel is once again run through the injector, but of course running fuels that contain MTBE with this injector is not recommended. In the USA, all fuels containing MTBE should be clearly marked; since MTBE is listed as a carcinogen by the EPA it is therefore required to be clearly displayed on the outside of the container.
Occasionally you may want to verify that your injector is working (that the electromagnet is opening the injector valve). This is typically easy to do since the injector makes an audible click when activated. Since the coil wires are designed to be operated with a specific amount of current and the resistance of the tightly wound coil will quickly generate enough heat to melt the wires, we do NOT recommend that you activate your injector with a 12V feed from your car battery. Instead it is best if you use a low current source, like a 9V battery, which will activate your injector, but without the risk of damage from prolonged heavy current.
It is always a good idea to expel all fuel from the injectors and spray the injectors with a product that displaces moisture, like WD-40 or similar due to the facts that gasoline will leave behind deposits that can cause the valve to stick shut, and that some fuels with alcohol content can draw water into the injector internal causing rust.
The best way to attempt to clean all the old fuel and any potential deposits from your injectors is to use non-chlorinated brake cleaner, a 9v battery to pulse the injector, and about 20psi of compressed air to push the brake cleaner through the injector. It is an excellent idea to spray the contents of the injector into a clean paper towel so that you can see what was inside the injector. If necessary, repeat the cleaning process several times. Once you are finished cleaning the injector with brake cleaner, use WD-40 or a similar corrosion inhibiting/water displacing fluid to keep the internals from corroding until you are ready to use your vehicle again.
Base pressure is important to us in the fuel injector industry and to tuners, since it is one of the factors that we use to define flow rate of the injectors, which in turn is something the ECU has to know to correctly meter the fuel delivered to the motor.
Maximum operating pressures of FIC fuel injectors vary from set to set. Most of our current line of high impedance injectors will produce a repeatable pulse to at least 115psi (8 Bar), while the low impedance injectors will produce a repeatable pulse to at least 80psi (5.5 Bar) 2ff7e9595c
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