Most injectors will max out at 80% duty cycle and this is the accepted industry standard.
B.S.F.C is brake specific fuel consumption - How much fuel you are using per horsepower per hour.

Formula:

.50 = B.S.F.C (Brake Specific Fuel Consumption)
In most cases a naturally aspirated engine will have a B.S.F.C of .50. This means that the engine will use .50 lbs. of fuel per hour for each horsepower it produces. Turbocharged engines will want to be at .60 lbs. per hour or higher.

(Inj. Size lb/hr) x (Duty Cycle) / .50 = HP rating per injector


C5 model year differences:

97-98 = 28.4 lbs/hr
80% duty cycle rating: 45.44 Crank HP x 8 = 363.52 Crank HP
100% duty cycle rating: 56.8 Crank HP x 8 = 454.4 Crank HP

99-2001 = 26.4 lbs/hr
80% duty cycle rating: 42.24 Crank HP x 8 = 337.92 Crank HP
100% duty cycle rating: 52.8 Crank HP x 8 = 422.4 Crank HP

Z06 = 28.2 lbs/hr
80% duty cycle rating: 45.12 Crank HP x 8 = 360.96 Crank HP
100% duty cycle rating: 56.4 Crank HP x 8 = 451.2 Crank HP

30 lbs/hr SVO = 38.5 lbs/hr (LS1 at 60psi)
80% duty cycle rating: 61.6 Crank HP x 8 = 492.8 Crank HP
100% duty cycle rating: 77 Crank HP x 8 = 616.0 Crank HP

Note:

(While .50 is used as the industry standard for calculating and determining an injectors HP ability. High Performance Engines and Racing engines begin to use less than .50 .48, or even .40 in extremely high output.

So with the LSX, there is a margin there below .50

As you can see the 30 lbs/hr SVO injectors provide a lot of versatility. Since most ported MAFs typically lean the system out 10 to 15%, the SVO pieces actually bring you back over into a too rich allowing better tuning with a MAF translator and timing will be decreased as a bonus.

This is what we are after. Since the PCM determines the timing curve to use based on engine load, we can now use a MAF Translator to dial in "leanness" or "less of a perceived engine load". Since the PCM doesn't know the larger than stock injectors are in there, they flow more fuel. Yes, the O2's will adjust for the extra fuel flow via the fuel trims, but the WOT will again be skewed along with the fuel trims.
So we have tricked the PCM with our larger injectors. By dialing in leanness, (less perceived engine load), on the MAFT, the PCM will increase the aggressiveness of the timing. Or in other words, it will advance the timing. That is ok, because we are getting the necessary fuel, so pre-ignition, or knock should not occur. We can dial out knock if necessary.

The nice thing about the SVO racing injectors, is that they are also able to grow with our engine if we happen to need the extra HP ability of them. They are also much more robust and quieter than the stock ones. They maintain the same 10 degree conical spray pattern, and are distanced in the same position over the hot intake valve. They also have the same impedance rating etc of the stock units. In fact, they are the exact same type of injector, only they flow more fuel.

[ 06-19-2001: Message edited by: teamzr1 ]