Originally posted by Racetronix
Bruce... you are way off the mark on this topic.
The QC on the Deka one series is as good as it gets as they are all hand assembled and tested in Siemens' test lab / low volume dept. The Deka 4 injectors are made on the OE assembly line.
I have injectors here that flow outside the factory +/-5% spec and some that are so far off you wonder what the hell they were doing on the assembly line! Granted these are rare but would you want one of these injectors ending up in your batch? Mute point.
Some of your statements like "And if the flow is sooo important then why don't you match each set perfectly?. Not close, perfectly.
" are ridiculous. You know why two injectors will never be exactly the same just as there are no two diamonds, ball bearings or resistors that are EXACTLY the same. Everything has a tolerance. An acceptable tolerance for a factory motor vs. one that is being pushed to the edge are totally different. One injector 3% down will cause that cylinder to knock (depending on the hole it is in) and cause the timing to be retarded thereby impeding the max HP of all cylinders. TR owners do not have the luxury of having a LS1 PCM with individual cylinder knock & timing control & diagnostics.
If today's injector tolerances were not a major issue then why would companies such as Delphi and Siemens invest millions of dollars to improve the technology? This is done to maximize performance and minimize emissions. Flow-matching is too costly for an OE so the technology must be improved the reduce the variance off the line.
Jack 
Racetronix
So what do you call close enough?.
In the sampling Ken quoted as done by an oem, they were pretty close, IMO.
And with the addition spending the oems are constantly doing, are you stating they are no better then what they were decades ago?.
Got any specs on what of variance you'll guarnantee as being lean proof?. ie pligs will read identically from cylinder to cylinder?.
Are you going to state as fact that manifolding isn't just as big of issue?. How about errors in the ECM?.
How about adressing the wet flow in the manifold?
I see those issues are being ignored by you and Joe.
If you want to discuss balance, then it goes much further then just the injectors, and some are worse then others, I mean that's only obvious. But, the issue is what's being reported, and what level is acceptible. And lets get back to the original issue, it took 16 to get the 5% variance, and according to the numbers that I recall Jason posting about the manifold's airflow, it was further off then the 5.5%. At that rate, the manifold should get alot more and immediate atttention then the injectors. Yet, there are guys going pretty quick with the stock manifolds, with all it's faults.
And these are used in according to Ken $130K engines. I would tend to believe at that level, they going to make sure things are correct. Or are you going to say Mercury Marine is just hoping the injectors are close enough?.
And if folks want individual cylinder Knock sensing, all they need do is get a K+S Knockguard.
And like I said a full on racing effort is another matter. For them tuning to the detonation threshold is mandatory, for the street guys, doing that is just a matter of time before preignition and/or a bad tank of gas does em in anyway.
Gotta remember the K/S only is designed to catch detonation, not pre-ignition. And it's not to hard to change the acoustic signature so that the K/S misses some of the detonation anyway.
Needless to say, I also read my plugs fairly often, and if I saw one cylinder was constantly reading lean and another one rich, I wouldn't have a problem with swapping the two injectors to see if there was a problem.
I can only say, the 6 in my car, are leaving the plugs identically colored, as far as I can see.
Hmm, maybe batch fire has the added advantage of wetting the manifold/plenum more, and giving a better average AFR for the cylinders to draw against....
