What sets Nostrum apart:

• Direct replacement injectors with no additional accessories needed for install   

• OEM equivalent spray pattern  

• 100% tested and batched sets, serialized   

• 45% more flow than stock LT1/L86 injector 

• 25% more flow than a stock LT4 injector 

• 220 bar max recommended operating pressure  

• Ethanol compatible  

• Easy to tune , comprehensive tuning guide and HPTuners (HPT) calibration templates available!

Introducing the all new Nostrum upgraded Direct Injectors for the Gen V LT V8 family! Our Stage 1 injectors are plug and play and flow 25% more than the LT4 injectors, that’s enough fuel to support 1200 WHP on gasoline or around 900 WHP on pump E85, all without methanol or port injection!  

The LT1/LT4 style injectors use a 7.5mm stem and are not compatible with the LT2 (which uses a 6mm stem) without modification to the cylinder heads. For C8 Corvette/LT engines with 6mm stems, you will need: LT2 style high flow injectors.

Our injectors have an OEM equivalent spray pattern and are fully controllable with the factory engine management. Each injector is individually tested for flow at operating pressures and dynamically batched into sets with very little variance to ensure the best possible experience! 

Nostrum backs every part we sell with a limited lifetime warranty. All Nostrum 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. 

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*
 
Recommended Tuners:

• Livernois Motorsport

• Newage Hot Rods

• Vengeance Racing

• Grant Tillman

• Justin White 

• Lingenfelter

• Wicked 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 ¼ mile records.

Vehicle application list:

• 2014-2019 Chevrolet Corvette (C7) 

• 2014-2023 Chevrolet Silverado/GMC Sierra [2021+ vehicles must confirm not using 6mm stem injectors] 

• 2014-2023 Chevrolet Tahoe/Suburban & Cadillac Escalade [2021+ vehicles must confirm not using 6mm stem injectors] 

• 2016-2022 Chevrolet Camaro SS 

• 2017-2023 Chevrolet Camaro ZL1 

• 2016-2019 Cadillac CTS-V 

Recommended tuners: 

• Livernois Motorsport

• Newage Hot Rods

Frequently ask question: 

Q: Why don’t I see horsepower gains with just a pump? Which comes first, pump or injectors?

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 ½ 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!).