Nostrum – 3.0L Ford Explorer Stage 2 Injectors (H720-1368)

What sets Nostrum apart: Direct Replacement OEM equivalent spray pattern Limited Lifetime Warranty Installation guide provided Tuning guide available 24% Flow rate increase Ethanol Compatible Introducing Nostrum Stage 2 Injectors for the 3.0 Ecoboost platform! Flowing 24% more fuel than the factory injector, these are the largest direct injectors currently available for the Explorer ST. These injectors have been carefully developed to fit like factory and have no compatibility issues with a stock 3.0, meaning there?s no need to worry about secondary injection controllers, fitting secondary injector hardware, filling meth tanks, or clogged meth injectors. For cars with built engines and upgraded turbos, the Stage 3 injectors are what you want! They can be found here: Explorer Stage 3 Injectors To take full advantage of your new injectors, we would recommend pairing them with Nostrum?s 3.0 Ecoboost HPFP. Flowing 47% more than the factory pump, the Nostrum HPFP will not only allow you to dial in more torque earlier in the rev range, but also gain peak horsepower by providing the upgraded injectors with the additional fuel that they need! Nostrum backs every part we sell with a limited lifetime warranty. These products come complete with everything you need inside the box, including detailed installation instructions. Tuning guides are also available for your dealer or tuner. We have customer service and calibration engineers on staff to provide you with any support that you may need, from installation to tuning. Why is spray pattern important? While increasing flow rate is critical to making more horsepower, there are other factors to consider when choosing fuel system upgrades. A bigger injector isn?t always a better injector! It can flow a large volume of fuel at WOT, but if the spray pattern is poor, you can expect poor idle quality, poor drivability, increased knock propensity, soot, NVH (noise vibration harshness,) and tuning difficulty. Additionally, the wrong spray pattern can result in liquid fuel impinging in the cylinder walls, causing oil dilution, which increases mechanical wear to internal engine components. Nostrum has invested significant time and resources into acquiring the equipment and machinery necessary to deliver an OEM level of quality on our injectors. Our spray patternation and arc flash machines (images below) give us an unparalleled look at how an OEM injector is designed and how it operates. Our engineers design and develop injectors to optimally interact with engine air flow inside the combustion chamber to improve fuel evaporation and create a homogenous air-fuel mixture that results in a higher combustion quality. For you, this means that you can expect our injectors to perform at their absolute best regardless of what you are asking from them, from daily driver duty to setting new ? mile records. Vehicle application list: 2020+ Ford Explorer (ST and Platinum trims) 2020+ Lincoln Aviator Recommended tuners: ZFG Racing Livernois Motorsports Dyno graph sponsorship results: Corey?s 2022 Explorer ST (FBO, NHP Stage 2 Fuel Bundle, CRP Stage 5 Hybrid Turbos) 614whp 616wtq on E60 *Horsepower and Torque numbers are approximate and can vary significantly depending on numerous factors including what supporting upgrades are done to the vehicle, ambient temperature, elevation, road surface, tire selection & condition, fuel octane and quality, vehicle weight, and more. The advertised numbers herein are based on optimal conditions and utilizing proper supporting modifications. Your results may vary. Frequently ask questions: Q: Why do your numbers say I will make less horsepower on E85 than 93 octane? A: Great question! The numbers we list in the product descriptions are similar to the numbers a turbo charger lists for air flow. The numbers are the “fuel system capacity to generate power” regardless of the other engine system limitations (air handling, mechanical limitations, knock propensity). Essentially the numbers are calculated assuming “sufficiently large air flow”, “sufficiently capable mechanical assemblies” and disregarding knock limits. The equation uses actual observed engine volumetric efficiency (when available from sponsorship vehicles) and fuel capacity (including target pressures) to calculate power. Gasoline has more energy per mass volume than E85. So the higher fuel flow capacity will mathematically generate higher power potential for a gasoline than a high ethanol content fuel. The other variables (air flow, spark, rotating assembly strength, charge cooling, mechanical assembly strength) are highly variable from build to build. This is why we state horsepower capacity for the fuel system ? representing the potential of the fuel system if you have all the other aspects of your build addressed! Q: Why don’t I see horsepower gains with just a pump? A: Fundamentally we have to look at the entire fueling system and “where” in the rpm range the limits are. DI fuel systems in stock trim are often pump limited at middle rpm (peak torque) and injector limited at high rpm (peak power). This is due to engine speed. HPFPs are mechanically driven pumps (driven by the camshaft pump lobe spinning at ? crank speed) and are RPM (engine speed) dependent. Many of the quoted flow increases in the aftermarket are purely displacement based comparisons: where by example the big bore pump has a piston diameter X% larger than the “stock” pump or the swept displacement ((3.14*(radius)^2)*(stroke))of the pump Y% larger than the stock pump. The larger displacement of the pump really shines in low rpm, where the fuel injector has plenty of time (crank angle degrees) to inject fuel. As the engines starts to approach peak power the engine speed starts to become quite short and is limiting the injection duration (crank angle degrees) for the injection event (which is another reason why we like to increase fuel pressure up high!).