MM- I am sure you know but there are for sure two and I think 3 different lengths of that type of injector as well as two different connector (maybe more) types. Be sure of your fuel rail placement to be sure they fit. The ones you show are the "long" type. The picture of the manifold suggests shorter. Also of course, the impedance must match your ECU. Some will run either high or low with switch/software/jumpers etc. High impedance more common with recent ECU types but obviously that needs attention. I am sure you know all this but worth reminder. Spray patterns can also be a factor to think about. Mark will have ideas about that I am sure. Injector placement as well. You mention has two bungs. You don't need two injectors for flow reasons and doubles might be tough to get small enough with the small engine anyway to control. But placement one hole or the other may have advantages. Dyno.... 
IF . . . the length works with the TBs, and IF . . .the spray pattern is right, my thought is that they'll provide adequate fuel for the 1K. It's the same injectors Rover used on the 1.8, which produced 136 hp in street tune. I scavenged the connectors.
As to the fuel rail, bungs and clips, I'm looking at Electromotive for that.
http://electromotive.com/product-category/accessories/fuel-components/I'm taking them with me tomorrow to test the impedance and to assure the coils are not open or shorted. I have a wave form generator at work, and I'm thinking I can put a low voltage square half-wave signal across the leads to make sure they're actuating. If I can get it between a high "C#" a high "D", that's about 9 k rpm at the crank. Should be audible. If the note doesn't correspond with the input frequency, then there's likely a problem.
As to placement, I'm thinking our best bet would be to use pre-existing engineering as a jumping-off point - provided these injectors can be made to correspond to the angles Jenvey and Rover have already designed -
http://www.jenvey.co.uk/images/stories/virtuemart/product/mr08n_d.pdfHave to do some measuring, and if they're unworkable, back up on eBay they go.
IO - THANKS for that drawing. I took to heart your question regarding the ARP studs, and wrote the manufacturer - correspondence as follows -
Me -
I have a question regarding the stud kit used in the Rover K-series engine, kit #206-4209.
Looking at the specs and judging by the thinness of the cylinder block, girdle and head - all of which are held together by these extra long studs - I'm questioning the instructions indicating 50 lb-ft of torque. That number would coincide with 75% yield on the stud, but is it indeed a recommended torque setting for this application? It's almost 12,000 lbs of bolt load.
Are there any notes in your files regarding this application? Thanks. Them -
"The notes for this application state to torque the nuts to 50 ft. lbs with the ultra torque lubricant." Me, again -
"I already have the stud kit, I intend to use them, and I appreciate your response, but to better focus the nature of my question, let me ask this.
Is this information you have regarding the torque setting based upon an actual build of this engine, or on engineering information regarding the strength of the studs? It's a nuanced question, but critical, because it's not clear that this block - a sandwich construction where the studs pass through the head, the block, the girdle and are anchored in the oil rail - will withstand this type of clamping pressure.
If the settings are not based on an actual build, what is the criteria on which the torque setting is based?
It's a picky question, but these blocks are not readily available in the United States, and I can't afford to trash this one."Them -
"When we develop a head stud kit we bring a head and block into our r&d department. We start by testing an OEM fastener in our load cell to see what kind of load the bolt is producing. We then use that information to determine what material and what type of torque we are going to apply to the fastener to do one of two things, depending on our goals for that fastener and kit. For example if we are seeing an issue with blown gaskets due to a clamp issue we are going to increase the clamp load appx. 5-10% over what the factory bolt provides. Or (in some instances with torque to yield bolts that provide a lot of clamp load) we will duplicate the load but eliminate the TTY bolts. Most of the times we are choosing a material and a torque that will get to appx. 75-85% of yield for our fastener. The next step, and usually final step, is to test fit the studs to the engine, to insure we are not pulling threads, cracking blocks or extremely distorting the cylinder bore."I want to believe that they actually shipped a K engine over to California, followed through on the procedure as described, and followed through on the development as they described. But it kind of reads like blanket statement about their procedures and did not directly answer the precise question as to whether or not they actually put together a Rover K. I don't want to harass them any further - they're product is the only viable replacement available - but Mark and I chatted, and we've determined we're going to procede cautiously and check any distortion issues before we head straight to 50 ft/lb.
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