• Hotwire interface for alternator-direct power
• Genuine Delphi connectors
• Factory-style appearance
• Extended harness length for easier routing
• Injector # embossed on both sides of injector connector
• TXL high-grade automotive wire
• EIA standard color coded wires for easy identification
• All connections soldered (not just crimped like others)

• Genuine Delphi water-proof connectors
• Heavy 10 gauge power wire
• Siemens / Tyco 40 amp mil. spec. sealed relay
• Extended length
• Intake-mounted relay ground source
• SS mounting hardware
• Spare ATC fuses, wire ties, silicon grease
• All connections soldered (not just crimped like others)

The Racetronix replacement harness is a step up in quality from the factory piece but also offers the option of supplying alternator direct power to your injectors. While gains can be had with hi-z injectors this harness really starts to shine when used with low-z injectors. The factory wiring system was never meant to support low-z injectors where load resistance can be as low as 0.3 ohms (6 x 2 ohm injectors). Current demands go through the roof as injector duty-cycle increases. The factory wiring system starts to drop major voltage through the positive feed side of the factory harness where all the injectors are wired in parallel. The Racetronix harness works in the same fashion as our fuel pump 'hotwire' harness where the factory supply triggers a high current mil. spec. relay which in turn supplies + power directly from the alternator through a heavy 10 gauge wire & 30 amp-rated interface connector directly to the load (the factory 7-terminal connector is rated at 14 amps max.). People who run low-z injectors and the Racetronix injector hotwire harness assembly will have improved injector opening time resulting in a number of related benefits:

- Reduced cranking pulse-width
- Improved transitional / acceleration-enrichment fueling
- Reduced injector duty-cycle / pulse-width under all conditions but mostly under higher duty-cycle / W.O.T. conditions.
- Improved injector timing stability / consistency at high duty-cycle / W.O.T.

This product was developed to address a few recurring problems with customer's cars. Some customers had bought 14 gauge injector harnesses only to find little or no improvement. Most of the voltage loss is in the + side feed and not in the injector harness itself because at that point each injector has a dedicated + feed. After running some tests we found + side injector voltage under W.O.T. was at or below 8V in many cases. Trying to draw six to ten times the factory load from a stock harness was bad news.

These harnesses will benefit / work in conjunction with ‘Volt Blasters’ / ‘Volt Boosters’.
These harnesses will not interfere with any other items wired to your alternator such as fuel pump ‘hotwire’ kits etc.
Low-z injector drivers (modified factory ECM’s and aftermarket PCM’s) will reduce average current demands but full current is used to open the injectors.
Batch-fire and bank-to-bank EFI systems will benefit more at lower DC’s than SEFI systems due to the fashion in which they fire the injectors.