HELP! I Can Not Code My Injectors

There are really only two possible causes as to why you cannot code the injectors or if you’re trying to install calibration codes and the ECU is not accepting it.

The first and fairly rare is a situation where you have a software glitch, either with the chip or the scan tool, or the program that you’re using to enter the codes. This is exceptionally rare with the ECU, and in such instances its worth double checking or using another scan tool. You could also reset or reboot the factory ECU, which is basically disconnecting the batteries for a period of time.

The more likely situation is that you’re probably trying to put the incorrect injectors into the car; most people don’t know, but the very first two digits of the injector code actually dictate the part number. We regularly get phone calls from people who have fitted second hand engines, and they’re trying to install it complete. They can’t code the injectors* that came with the engine because they’re trying to use the wrong ones for their ECU. This is also an issue when replacing injectors in a vehicle that has done an engine swap and why it is important to have the VIN when ordering injectors.

*(another common issue is physically entering in the wrong digits. The codes are 0-9 and A to F ONLY, and its common to mix up B and 8)

Now when people buy second hand engines, it is quite common to try to purchase newest one with the lowest mileage. If they’re trying to put that into an old car, this can represent significant issues.

If you have a 2010 or newer engine going into an earlier car, then you do have more significant issues. The injectors went under quite significant changes between 2009 to 2010, and ultimately a 2010 will have approximately 15-20% more fuel. The ECU uses the injector code to compensate for this and pull them back, but remember you can’t put that code in! That means you will be 15-20% over-fueling in this car, which can lead to significant vehicle issues. They also did a lot internally with the injectors to make their reaction time respond faster. That means your pilot fuel quantity will be significantly higher as well, probably in the order of about 100% more pre-injection fuel.

Obviously your main duration fuel will be about 15-20% over, so in these sorts of circumstances you obviously want to limit the excess fuel, particularly if the engine has just blown up! You don’t want to create a position where you’re then running that much extra fuel and that much extra heat with a brand new engine.

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