Here is what I want to do. I will be running 450cc Injectors from a 91 DSM and I have to bore out the seals so that they fir in my b18a intake manifold and I dont want to have to take my intake manifold off of my engine. So what I want to do is pick up adn extra intake manifold and just bore out the seals in there, and then just moving them from the spare IM to the one already under my hood. Are all b series IM’s the same size speaking of where the injectors sit?
Umm… why the heck would you pickup a spare manifold to bore them uot then jsut swap seals? Just take your stock seals out and bore them off the manifold.
What year is your teg? If yours is a 92-93, make sure you install the resistor box also.
He’s got a 91 so it’s cool. Less work 
Thanks, I just thought it would be easier to bore them out in a spare manifold as opposed to in a vice or something. Also I have a 93 RS, I havent updated my profile because I havent had a computer for the longest time, damn dells. Any way, is it better/more efficent to wire the resistor box from the 90-91 or better/more efficent to just wire resistors inline with the injectors.
If you alreadt have a 91 you already have a resistor box…no need to add anything.
And you have no idea what it takes to bore your seals. No vices, no extra manifolds. You bore the INSIDE of a rubber seal…
Use a rotary die grinder or even a sharp exacto knife can do it just fine.
You can use the resistor box from 90-91 teg, 90-95 prelude or accord, even the DSM one.
You can always find a used DSM resistor box for $20-30.
DSM 450cc injectors will not work with the Honda ECU - the electrical characteristics of the injector are not suited to the ECU, resistor box or no resistor box.
If you use DSM 450cc injectors you will find the engine difficult to start, and the engine running lean at part throttle, plus tuning is very difficult.
posted by Michael Delaney who was quoting Derek on Team-Integra.net
someone please let me know if this is old information
Old news…plenty of people are using DSM 450s with great results. You def need a resistor box though to run them.
The reason people sometimes find them difficult is not because of their electrical characteristics but because they have a rather heavy pintle which makes them act a little differently than stock injectors.
well I hope this isn’t old information then…
The major drawback of a pintle injector is the mass of the pintle itself - sometimes as much 4 grams. This mass causes a significant lag between the time that the coil is energized and the time that the valve is open - a lag known as “dead on-time” or “invalid time”. Pintles don’t operate consistently when asked to open & close in less than 2.2 millisec. At high operating frequencies, a pintle injector that is pulsed with 80% duty cycle may flow only 70% of its rated full-time capacity…
A disk injector replaces the pintle with a small disk that blocks the orifice. Since the orifice doesn’t have to seal the circular pintle, it can be any shape, allowing (for) a variety spray patterns to be developed. Usually, though, the spray is a more or less circular jet. The big difference is that the disk usually weighs only 0.4 grams (instead of a pintle’s 4 grams). This means the disk injector is much more responsive and can be opened and closed reliably in less than 1 millisec. This is an advantage at idle, where pulse times may be very short and at high rpm, where controlling the injector precisely becomes very important for performance, as well as the safety of the engine itself. At high fequencies with 80% duty cycle input, the disk injector will typically flow at 74 to 74% of its rated capacity.
posted by Michael Delaney quoting RC Engineering
You can see here that the Integra’s stock Keihin pintle injector spray pattern is much different than the disk’s (like an RC injector) spray pattern. Some people (like myself) initially interpreted this pic as a negative for the disk. However, when is a narrow stream used and better than a wide spray pattern like stock?
Russ Collins mentioned that in (turbocharged) F1 and CART, they use fuel to be injected directly at the intake valve to cool it. The splatter off the back of the intake valveface is what atomizes it, as well as the heat of the valve. This adds to valve life. The spray does not rely on the kinetic energy of the intake charge to deliver the fuel into the cylinder and is “insensitive” to reverse air flow.
So there are several things to weigh. If you are FI, a disk type may have some advantages over a pintle. In N/A a pintle spray pattern may be more advanatageous since we need the fuel to be mixed before it reaches the intake valve. Some people even suggest that you relocate the injector so that there is more distance from the time the fuel leaves the nozzle to the intake valve in order to allow this suspension of the fuel as droplets to mix more thoroughly because our intake charges have less kinetic energy than the FI people.
I can tell you my engine tuning programmer doesn’t like disk injectors on Japanese N/A motors (Toyotas, Mazdas, Hondas). He prefers pintles for their spray pattern and calibration differences especially with the Honda ECU’s.
I’ve only used RC injectors in my engine. I can’t tell you if the pintles make life easier or not. I guess I’ll remain blissfully unaware because it would take a lot of time to redo my emissions and performance programs to be recalibrated for pintle injectors with a different max. flow rating.
again posted by Michael Delaney on Team-Integra.net talking about the comparision of the spray patterns of the injectors.
Thanks for backing up my post with some good info 
in a nutshell, it says pintle good for N/A but disc good for FI, but what happens when you are below boost revolution (ei. under 3500rpm) ?
also, while changing injector size, it there only ECU to reprogramm
(liek with uberdata) to get the engine running like it was before ?