ID1050X Injector Dynamics Fuel Injectors - Honda/Acura B, D, F & H Series

ID1050X Injector Dynamics Fuel Injectors - Honda/Acura B, D, F & H Series

The ID1050X is the injector most Honda builders end up on when they've outgrown stock fueling, and it earned that spot honestly. It flows 1065cc/min at 43.5 psi, it runs on anything you pour in it, and unlike most high-flow injectors it comes with characterization data accurate enough that your ECU actually knows what it's delivering. This set fits B, D, F, and H series engines in 90s Hondas and Acuras.

How Much Horsepower Will ID1050X Injectors Support?

The question everybody asks first, so here's a straight answer. The ID1050X is generally good for over 100 horsepower per cylinder, which on a four-cylinder puts you comfortably in the 400 to 500 wheel horsepower range on gasoline.

Fuel matters though, and this is where people get caught out. Ethanol needs roughly 30% more fuel volume than gasoline to make the same power, so the same injector supports meaningfully less horsepower on E85 than it does on pump gas. If you're running E85, plan on a lower ceiling and watch your injector duty cycle rather than assuming you've got headroom. As a rule, if you're sitting above about 85% duty cycle at your power peak, you've outgrown them.

The other side of the range matters too. Plenty of big injectors idle terribly because they can't meter small amounts of fuel accurately. The ID1050X has a minimum fuel mass that works with gasoline, so you get genuinely good idle and cruise behavior instead of the lumpy, rich-then-lean nonsense that comes with oversized injectors. That's what makes these livable on a street car.

Why The Characterization Data Is The Real Product

Here's what separates these from cheap injectors, and it isn't the flow number. Cheap injectors don't come with accurate characterization data, which means your ECU has no idea how much fuel is actually going in at a given pulse width. So you spend hours hand-massaging fuel tables trying to make it behave, get it close, and then find it's off again the next day because the underlying data was wrong the whole time.

Injector Dynamics was the first company to offer full dynamic characterization with their injectors, and the first to sell them in dead-time-matched sets. You get real data for your ECU, all four injectors behave the same as each other, and your tuner spends their time tuning instead of guessing.

A Honda-Specific Tuning Note

Worth knowing before your tune appointment, because it trips people up on these platforms specifically. If you're running Hondata and your idle comes out rough when you try to hold stoich, the usual culprit is dead time scaling rather than the injectors themselves. Hondata's own guidance for the ID1050X is to scale dead times so you land around 1.2ms at 14V. Plenty of people chase this for days after installing these on a B-series before finding that out.

Give that to your tuner up front and it saves everyone an afternoon. And if you're on a different ECU, pull the current data straight from Injector Dynamics rather than using numbers copied from a forum post, since the ID1000 data floating around does not apply to the ID1050X.

Built As A Motorsport Injector, Not A Modified Production One

The ID1050X isn't a production injector that somebody drilled out. It's built to spec in partnership with Bosch Motorsport, developed off lessons learned from the ID1300X and ID1700X. Three things come out of that:

It survives alcohol. The internals are stainless and corrosion resistant, which is why it holds up to E85 and methanol over the long haul instead of degrading. It was designed with alternative fuels in mind from the start.

It handles pressure. A stronger magnetic circuit gives stable operation up to 10 bar, or 145 psi. If you're running elevated base pressure or a boost-referenced setup, that headroom matters.

It's serviceable. The inlet filter is replaceable, so when it eventually clogs you clean it out rather than buying a new set of injectors.

The compact body is also why these fit over 200 applications, which is what makes them work across the whole 90s Honda lineup and plenty of newer stuff besides.

You Need A Tune, No Exceptions

Being straight about this. Going from stock injectors to 1065cc is an enormous change in fueling, and the car will not run correctly without a proper tune. The characterization data makes that tune dramatically easier and more accurate, but it doesn't replace it. Have your tuner lined up before these go in, not after.

Specifications

• Nominal flow rate: 1065cc/min at 3.0 bar (43.5 psi)
• Maximum differential fuel pressure: 10.0 bar (145 psi)
• Fuel compatibility: all known fuels, including gasoline, E85, and methanol
• Electrical connector: USCAR
• Corrosion resistant stainless internals
• Replaceable inlet filter
• Compact short body design
• Sold as a matched set of four

Fitment

• 1988-2000 Honda Civic (D series, B series)
• 1999-2000 Honda Civic Si (B series)
• 1993-1997 Honda Del Sol (D series, B series)
• 1990-2001 Acura Integra (B series)
• 1992-2002 Honda Accord (F series, H series)
• 1992-2001 Honda Prelude (H series)

Covers D15, D16, B16, B17, B18, F22, F23, H22, and H23 engines. Running a K-series? Grab the K-series ID1050X set instead, which is set up for that application.

Who Should Run ID1050X Injectors

This is for the builder who's maxed out their current injectors and needs real fuel, whether that's a turbo B18, a built all-motor setup, or a car moving to E85. You're buying flow you can trust, data your ECU can use, and internals that won't corrode on alcohol. Get your tune lined up, hand your tuner the dead time info, and go use the fuel.

Fits: Honda/Acura B, D, F, and H series, see the application list above. Flow rate: 1065cc/min at 43.5 psi. Max fuel pressure: 10 bar (145 psi). Fuel compatibility: all known fuels including E85 and methanol. Connector: USCAR. Sold as: matched set of four with characterization data. Required: professional tune after installation.