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Looking for a reasonably priced set of injectors when I dive in to replace what I believe is a defective injector as it is shown infinite resistance when check thru the left bank wiring harness. I believe the correct injector is a 2W93-BA by denso for the sc engine vs 2w 93-as for the na 4.2. There are several types available, some are denso with pigtail leads to adapt to the wiring harness and some imports which are look a likes but not specifically branded but use the denso # as shown above. These are cheap at 80$ a set plus shipping vs possibly authentic ones for around 500us with some rebuilt ones for 300us. The cheap ones take several weeks to get and the more expensive ones usually come quickly. Any info on this minefield of choices would be appreciated but I should hope to get them in 2 weeks vs several weeks. Thank-you.
Have you tried cleaning yours?
Injector cleaners you pour into the gas tank.
Others disable your fuel system.
The car then runs with just the cleaner.
Till the motor burns it all, & stops running
I have looked at those systems but from what I have read the cleaning may not be of much use and the problem I have is one of the injectors is showing infinite resistance so it is not even firing to push cleaner thru it. I did Mcgiver a 3 foot pce of fuel line filled with cleaner in line but if the injector isn’t firing I don’t think it will work and so far the bit I used did not clear it. And it’s several hours work to get at the injectors so a bit nervous to do all that work and get another failure.
[QUOTE=Diff;2614745]so I have ordered a set of denso injectors. Hard to say if they are real or fake kockoffs. Will advise when they are installed and hopefully working as the Re and Re of other parts is a 10 hour job. Very unfortunate that
[QUOTE=Diff;2614745]so I have ordered a set of denso injectors. Hard to say if they are real or fake kockoffs. Will advise when they are installed and hopefully working as the Re and Re of other parts is a 10 hour job. Very unfortunate that there is so little info on a fairly significant task
I have some intermittent injectors causing unflagged DTC misfires and bank too lean I know is not a vacuum leak due to a careful rebuild of the complete intake system, and I want to replace the injectors as a set,, I did a cleaning and flow check, but reliable rapid solenoid firing and intermittent solenoid sticking performance I cannot test.
I am seeing prices from $35 a set of 8, to more than $200 each. I am not going to pay per piece what I probably can buy the set.
If I compare the photos side-by-side there are no discerning differences other than possibly the missing printed brand name, and many are stated "unbranded / flow matched". Parts need to be OEM supplied for 10 years past last production of that model and that ended for my X350 eight years ago.
However, the market seems to be flooded with this type of injector for the AJ33 NA engine. My stock OE injectors are Orange. This same injector is use across Jaguar, Ford and Lincoln brands for similar engines, so they are highly mass volume produced. But, the specifications could be very well different unless they are indeed the same part number
"Branded" could be supposed "knockoffs", or "unbranded" could be the exact same injector produced for the replacement market by the same manufacturer but the difference is they print or engrave the Branded supplier onto the part and put it into the branded box, but all made to the exact same OEM mass producing manufacturer, and most have the exact same part number.
Then there are "upgraded" for the same engine which are green, primarily listed when this engine is used in Land/Range Rovers and many Ford and Lincoln application of this engine from trucks to high performance cars..
Question is, does anyone have experience with the reliability and quality of the unbranded low cost sets?
These days it is not "you get what you pay for" but rather "the best looking packaging and marketing gets the highest price for the exact same part" which I have known for many years working on different vehicles.
It is not like there are dozens of fuel injector manufacturers making the exact same injector, most of them come from three or four factories in China, India, Turkey, Taiwan and are contract manufactured by two or three companies. Denso is one company who makes contract aftermarket unbranded fuel injectors and other components, same as Bosch, Delphi, etc as I have seen components both branded and unbranded with the exact same production printing, mold markings the only difference is not having the printed or molded name in the blank brand spot.
As an Automation and Manufacturing professional, these production lines spit out 5-10 fuel injectors a second, so fast you may not be able to see them moving until the get stuffed into a box..
Of course the testing for quality could be different, and unbranded parts could be parts not meeting a strict test, but from my experience working with parts manufacturers, failed test parts go to the chopper for risk of getting onto the market, or if cost repairable, are run through an automatic test and repair process. Most manufactures these days pretest and pre inspect all their bits going into the manufacturing to reduce waste from failed parts and it is far cheaper to destroy failed parts and correct the failed steps in the assembly and test process than sell off questionable parts at a liability.
Short answer for me is I will try a stated matched set and see how they perform. I have found the same thing for ignition coils, some last, some still fail with heat, most have the exact same plastic mold marking and components assembly as the branded ones.
A lot of these companies are also selling on Amazon, Parts Geek, Summit, Rock Auto, Carparts, A-Premium, I find unbranded ones from NAPA, Advance Autoparts, O'Reilly, AutoZone and they all seem to come from various resellers and distributors from the main manufacturers. They can be of any quality, hit or miss, so if the advertisement says "may contain seconds", plan on getting a failure or more. If you buy the cheapos and they do not work, always post negative feedback on the purchasing site AND let people know on this forum.
Here is a Youtube video on identifying counterfeit and knockoff injectors
So I bought aftermarket injectors that were the ba92 iirc for the 4.2 sc. I installed the first one, did a continuity test only to find infinite resistance on the one i just installed. Pulled it to find that the tip had fallen into the engine. Crazy!!! I was able to fish it out with a piece of copper wire. Freaked me out as it could have fallen through into the bore but did not even tho the valve was open. So I tried the second install foolishly and got the same result and saved my engine by being able to fish out the injector tip. One out of 8 had infinite resistance. Was going to get originals cleaned and tested but did not as I ran out of time so bought one original from dealer at 250 cdn. And installed others but all new o rings. Also aftermarket o-rings seem smaller . I cannot answer why the caps fell off on the 2 I tried to install. They did clic back on but obviously something is wrong with them. You do have to wiggle them a bit to get them to drop in their bores which do oxidize a bit. Option might be to remove the short intake manifold, clean the injector bores nicely on the bench do the complete install and then reinstall the short manifold. Had a few check engine lights in early starts but none in the last couple of weeks from rebirth. A lot of work for something to go wrong with the injectors. I had the supercharger kit on hand but did not do it due to time constraints. Amount of work is ridiculous to do this job.
So before chancing waste of time on defective knockoff garbage parts, I spent a bit more time driving and finally after logging over 100 miles of poor running got the ECM to log some DTC's. Fuel trims were telling me I probably had a stuck open injector. Wrong.
I had cleaned and reverse flushed and flow and pressure tested, actually turned out to be two bad coils #8 and #5. That is the second bad coil is 30K miles in the #8 position.
Why I did not get codes within in 10 miles like normal is curious, causing me to suspect injectors due to no logged codes and the emissions high even with hard continuous misfires.
Okay, so the diagnostic codes tell me cylinders #5 and #8 misfires, which I know where they are. Documentation says Bank 1 1,2,3,4, Bank 2, 1,2,3,4 so where are #5 and #8 hahahahahaha Okay, back to the sticky (thanks Don B.) for the cylinder locations, replace the coils, twist the key, battery is dead. Charge battery, start, runs perfect, trims are correct, O2/s read sensibly, spins the wheels with Trac off, go for a nice drive.
Now I need to diagnose the REM to locate the DTC and wiring for left tail light battery short to ground and right tail light battery short to ground I have been putting off for too long.
RANT WARNING!! Back to my RANT on Bank A / 1. What IDIOT from Ford came up with that bank A/1 B/2 1234 scheme when V8's since they were conceived have been numbered 1-8, typically odd on the driver position right, even on the driver position left?
The reasoning is from some IDIOT programmer, programmed MPFI for a 4 cylinder, copied the 4 cylinder code into the routine for an 8 cylinder, and being lazy just called them bank a or bank 1, and bank b or bank 2 for the V8 because that programmer probably never had a piston in their hand or used a wrench.
Reminds me of the Triumph Stag 3 liter OHC V8 of which I am extensively experienced. Even though the Triumph 3.0 V8 was developed before the 2.0 liter 4 cylinder, the development money was put into the 2.0 liter 4 cylinder to sell engines to Saab so the 4 cylinder version was where the development and design went.
For a Triumph Stag 3.0 liter OHC the development lagged the 4 cylinder due to production delays, vehicle delays, budgetary and management reasons, so when they finally cast the V8 blocks everything is timed mechanically and electrically to TDC or #2, which is #1 on the four cylinder side of the engine. Go figure, but it was all due to cost cutting.
That little idiosyncrasy catches a lot of unknowing engine rebuilders when they spin the Triumph 3.0 OHC after a rebuild and bend 8 valves. , caused a lot of loss or reputation for that engine.
Then I remember, right, back in the day when the Triumph V8 was being designed, when Jaguar Rover and Triumph merged JLR did not have an OHC V8, only the Buick 212 aluminum pushrod design carried forward from GM, Jaguar did not have any V8 designs (wait for it), then it was British Leyland, then British Motor Corporation, then JLR was acquired by Ford, Jaguar had been working on an OHC all aluminum V8 (from what previous designs and what Jaguar Rover Triumph engineers?) which Ford then put into production in 1998 after widening the engine bay. Guess what, the AJ26 inherited the exact same timing chain issues from the original Triumph OHC V8. The lineage of engine designs for me explains why the cylinder head bolt spacing, piston spacing and OHC timing chain design on the AJ26/27 engines are the same as the Triumph OHC V8, All DOHC inline 6 Jaguar engines had timing chains in the middle of the engines camshafts as did the double 6 V12, BUT on the V8 designs the chains are in the front, the chains, guides and tensioners are in similar positions, the chain geometry and spacing is the same, the tensioner placement designed by Renold (inventor of the roller chain) is the same, and VVT was copied from the very early DOHC improvements from the Triumph engineers working on the 16 valve dual OHC Sprint motor. Anyone can see that when they compare the components side-by-side from old to new. That is my connect the dots for today.
How long have auto manufacturers been making engines?
I wonder, is Ingenium 2.0 liter 400= bhp 55+ mpg gas engine inherited from half of the AJ33 design, inherited from the AJ26 design, inherited from the Triumph DOHC 16 valve 4 cylinder Sprint and OHC 16 valve 8 cylinder Stag which both were destined to become all al-u-min-i-um. I would like to see the Ingenium petrol engine parts in my hand (I want one with a transmission and AWD driveline), and I will bet, basics are the same, technology advancements in 50 years have been applied, but the ECM's are still programmed by IDIOTS.
StagByTriumph I hear you on the cylinder numbering and have gotten completely confused myself!
Here is the factory shop manual labeling of cylinder numbers and they changed back and forth plus different numbering schemes too?
They also will use bank 1 and bank 2 in some documents. I "think" Bank 1=A and Bank 2=B.
Note this is for the 5.0L and NOT the 4.2L V-8! So things have not improved with time.
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What fuel injectors for the 4.2 sc engines
Cheap injectors / knock offs /counterfeit / genuine ??
coils, not injectors, and RANT bank A / 1
Back to my RANT on Bank A / 1. What IDIOT from Ford came up with that bank A/1 B/2 1234 scheme when V8's since they were conceived have been numbered 1-8, typically odd on the driver position right, even on the driver position left? 
Reminds me of the Triumph Stag 3 liter OHC V8 of which I am extensively experienced. Even though the Triumph 3.0 V8 was developed before the 2.0 liter 4 cylinder, the development money was put into the 2.0 liter 4 cylinder to sell engines to Saab so the 4 cylinder version was where the development and design went.
, caused a lot of loss or reputation for that engine.
right, back in the day when the Triumph V8 was being designed,
when Jaguar Rover and Triumph merged JLR did not have an OHC V8, only the Buick 212 aluminum pushrod design carried forward from GM, Jaguar did not have any V8 designs (wait for it), then it was British Leyland, then British Motor Corporation, then JLR was acquired by Ford, Jaguar had been working on an OHC all aluminum V8 (from what previous designs and what Jaguar Rover Triumph engineers?) which Ford then put into production in 1998 after widening the engine bay. Guess what, the AJ26 inherited the exact same timing chain issues from the original Triumph OHC V8. The lineage of engine designs for me explains why the cylinder head bolt spacing, piston spacing and OHC timing chain design on the AJ26/27 engines are the same as the Triumph OHC V8, All DOHC inline 6 Jaguar engines had timing chains in the middle of the engines camshafts as did the double 6 V12, BUT on the V8 designs the chains are in the front, the chains, guides and tensioners are in similar positions, the chain geometry and spacing is the same, the tensioner placement designed by Renold (inventor of the roller chain) is the same, and VVT was copied from the very early DOHC improvements from the Triumph engineers working on the 16 valve dual OHC Sprint motor. Anyone can see that when they compare the components side-by-side from old to new. That is my connect the dots for today.
