I would say yes. People were switching from 19 lb to Ford 24lb on the 360's, and the duty cycles were too long. They went back to 19 lb injectors and fuel issues became more manageable. You can try going on the Dakota R/T board and looking for Jason Watt. He built that white turbo 4.7 that was on ebay a few weeks ago. He knows whats up with forced induction on these motors.

 

I respectfully disagree with you completely. If I can take my stock injectors (440cc) and tune in my current injectors (1600cc) I'm pretty sure 47 lb injectors on the dakota is very tunable. The race car idles no different than stock (except for the camshaft duration and reversion). Setting injector dead time and pulse width are easy solutions, depending on how far the tuning tool will allow.

Remme, I believe your solution is not to change injectors, from the information provided. We need to see your fuel pressure at idle and WOT, at full boost.

 

Tuner can only pull so much. Pintle has to open and close. The faster it has to do this, the more strain there is on the whole system. If you're using the pintle to hold back 98% of the flow capability, it has a REALLY fast duty cycle. Stepping down the flow capacity means the pintle doesn't have to work nearly as hard to keep things stoich. If you're flowing a thousand cfm, yeah, massive injectors are necessary. But what Ive been taught is that you target injectors just a little above maximum needed flow. Overkilling injector capacity has an adverse effect just like overkilling throttlebody size or headder diameter. Unlike overkilling jet size in a carb, there is quite a bit of tuning room with injectors, but there are limits.

 

The OP is now using 47lb injectors, which for that application are just fine. Hans did the calculation earlier, 47lb = 450 whp (ish). There should be absolutely no issues tuning from 19lb to 47lb injectors. Fuel injected cars don't have a little more room for sizing compared to carb'd cars, they have a f*ck load more room. Dead time is easily adjustable.

 

And the gloves are about to come off haha

 

Please no arguing, both of you seem experienced. I have the rrfpr in hand, question, where and how does it get installed? Isnt our stock regulator in the gas tank and I dont think our fuel rail has a return....nothing on the internet is helping

 

you are correct, our fuel system is closed loop, there is no return line from the passenger side rail.

 

so wheres the rising rate pressure regulator go? just inline somewhere?

 

It won't work on a returnless system.

 

ha great, wish i knew that. so now what? just get a fuel pressure gauge and go from there?