Church Automotive Testing is widely known as having expert tuners for the GM platform. They recently bought a 2010 Cadillac CTS-V project car and found that they needed more fuel for it. They went with DW's 90lb injectors to meet that need.
Check out what they have to say about our injectors and data.
Church Automotive Testing
Review of Deatschwerks 90 lbs/hr GM LSA Injectors
Church Automotive Testing - 300 Quay Ave. Wilmington, CA 90744 310-518-4966
Written by: Shawn Church
Here at Church Automotive Testing we tune a lot of GM LS engines, especially of the supercharged variety. And while we see a lot of different modification combinations come through the doors, rarely do we get a chance to perform modifications in the order we’d prefer. This year we decided to do something about it and purchased a 2010 Cadillac CTS-V with a 6-speed manual transmission as a project car.
In the interest of full disclosure, I have to say that we have used DEATSCHWERKS injectors on many other cars in the past, particularly imports. I run a set of their 1300cc/min injectors on one of my personal cars, a high boost, E85 fueled Honda S2000 and they are terrific. They have enough capacity to support nearly 600 hp on E85, and still manage to have a small enough minimum pulsewidth to idle smoothly. Plus, they will pass a tailpipe test on a California emissions dyno with a catalytic converter in place. So, given our experience with DEATSCHWERKS, it was a no-brainer to try some of their GM Bosch style injectors on the CTS-V.
After talking with the folks at DEATSCHWERKS, we settled on their 90 lbs/hr (950 cc/min) drop in injectors. These have about twice the capacity of the stock injectors and install just like stock. DeatschWerks also provides indexed injector data for each matched set they ship. That means each injector has a number engraved on the body which you can use to determine the precise flow using the supplied data. All our injectors were within +/- 0.6% of the rated capacity which is about as close as you can expect for mass produced units. But the nice thing is that if you know that some injectors flow more than others, you can use that to your advantage. We’ve never seen an engine that runs exactly the same on each cylinder. In fact, most engines have a cylinder or two that run leaner, and others that run richer, usually just by 1-2%, but the variance is there. Knowing that the rearmost cylinders tend to run a bit leaner on the LSA, we chose the highest flowing injectors to install there.
The install was performed by our friend Gevork A. from Rennick Cadillac’s race shop. With his extensive expertise with the LS engines, and the stock fitment of the DEATSCHWERKS injectors, it took him less than 30 minutes to complete the task from the time he opened the hood.
DEATSCHWERKS has provided tuners with exceptionally detailed specifications on their injectors, and not just injector size constants, but all the tables required by factory GM ECUs to ensure proper fueling. These include: Injector Flow Corrections (by vacuum/boost and voltage), Minimum Injector Pulse Width, and Small Pulse Adjust tables. By providing these tables, DEATSCHWERKS takes a lot of the guesswork out of setting up new injectors and can greatly simplify the tuning process.
Armed with all the data from DEATSCHWERKS, we quickly entered it into the appropriate tables in EFI Live and started the car up. And it did start, without any trouble at all. Now, that may not seem like much of an accomplishment, but we have used other injectors on CTS-Vs that required a lot more work to get them running smoothly.
Once the injectors and new base calibration were installed, the car immediately went back on the dyno for testing. We did notice that things weren’t perfect. Fuel trims at idle and small injector duty cycles showed a bit of leanness, but high load was about 5% rich. There was also a small lean blip at 2500 rpm. The good news is that for a complete injector change using only manufacturer supplied data, the car ran amazingly well. One could literally take the DEATSCHWERKS injector data, apply it to an existing tune, install the new injectors and drive away safely. And at full throttle, if anything the DEATSCHWERKS injectors responded with better linearity than stock once we were past the low rpm burbles.
Naturally, being ECU tuners, we weren’t going to rest at just safe though. We wanted to make sure the tune was as perfect as we could make it. Most of our efforts were focused on altering the voltage offsets and small pulse adjust tables in EFI Live to get our closed loop fuel trims much closer to stock levels. When we were done, our total fuel trims were less than +/-5% across the board in closed loop. We have provided our tune data to DeatschWerks in case they’d like to make some alterations to their supplied injector tables, but rest assured that whatever is provided you’ll be able to start and run your car.
Overall, we couldn’t be happier with the performance of the DEATSCHWERKS injectors and can recommend them without reservation to any LS engine owner looking to up the capacity of their fuel system.