fuel injector resistor bypass?

(edited)
well, the thing is, ive never seen any kind of amplifier burn up from too much resistance. that just doesnt make sense. the thing is the lower the resistance of a load at a given voltage, the higher the current it will draw. current will take the path of least resistance. in a parralel circuit, current is diveded. since the injectors are in parralel, they share the current(eq, 9ma would equate to 3ma per injector at 12v)also, take an audio amp thats designed to run say 50watts at 4ohms. if you drop the load to 2 ohms, the wattage increases to 75watts. watts = voltage x current so if you increase the resistance to say 8ohms, the power drops to 25watts so if voltage stays the same, current has decreased(estamited. jsut an example). since the camery has to fire less injectors, it makes since it would emit less current. then when you increase the resistance by 100%, it may not have enough current to fire as the current is decreased further. however, the supra ecus fire high impedance injectors fine with the fuel injector resistor in place. simple point i was making was too much resistance isnt gonna fry the injector drivers, but instead make it appear they are non functioning and the ecu's were most likely still good. just appeared to be bad and i can understand the mechanics thinking it was bad if they didnt realize they used the high imp. injectors instead of the required low imp. also, if the camry inj. are indeed ~1ohm as shawn stated, that means they were designed to supply even less current per injector then the supra ecu's. basically, injectors are just solinoids, and it takes current, not voltage, to create the magnetic feild required to open a solinoid. anyhow, this has drifted from the question. the simple answer is no need to bypass the fuel injector resistor on any mkii or mkiii in order to use high impedance injectors.
william

Okay, lets see if I can make some sense out of what is taking place here in respect to damaged ECU's as a result of using the wrong impedance injectors. First off, the 5MGE ECU has only one power transistor that is used to fire all 6 injectors at one time. The injectors on the 5MGE are configured in 2 banks of 3 injectors with each bank of 3 wired in parallel and each parallel bank is connected to a series 2 ohm current limiting resistor inside the solenoid resistor pack. Lets assume that all 6 injectors have a 2 ohm impedance value. 2 ohms divided by 3 = .66 ohms per bank. Add in the 2 ohm series current limiting resistor and you end up with a total of 2.66 ohms resistance per bank. Now, connect both banks together to a common ground point and you now have a total of 5.32 ohms of resistance. Using Ohms Law, E divided by R (12 volts divided by 5.32 ohms) = 2.25 amps of DC current that will theorectically flow through the power transistor in the ECU when the transistor is biased On (turned On) by the ECU electronics. Swap the injectors for high impedance 12 ohm injectors and the DC current drops to 1.0 amps with the current limiting resistor pack still in the circuit.
In the case of the Camry, my 89 electrical diagram for the 3SFE engine shows that all 4 injectors are fired together at the same time, just like the 6 injectors on the 5MGE. But, the 89 diagram doesn't show a current limiting resistor pack anywhere in the injector circuit. :wink: The specs. for the 89 injector solenoids indicate 13.8 ohms for each injector (high impedance type). 13.8 divided by 4 = 3.45 ohms. 12 volts divided by 3.45 ohms = 3.47 amps. That's a fair amount of current flowing through the driver transistor in the 3SFE ECU.
Now for the tricky stuff. The current limiting resistor pack not only helps limit the amount of total DC current that is allowed to flow through the injector circuitry, but also helps to cancel out any peaks or spikes in the DC current that can occur when an electromagnetic field and electromagnetic inductance is created by energizing the solenoid windings in the injectors all at the same time. Any spikes in DC current could possibly damage the driver transistor in the ECU. So, my guess is that the high impedance injectors were a mismatch for the 88 Camry ECU and somehow caused the DC current flow to become unstable and damage the injector driver transistor. Williams' theory may be right in that the high impedance solenoid windings placed too much resistance in the injector circuit with the current limiting resistor pack still in place on the 88 Camry, thus causing unstable operation of the solenoids and erratic flow of DC current through the injector driver transistor.
:roll: Whew!! Sorry for this very long winded thread!! Please correct me on anything that I may have wrong on this subject or if I have overlooked something!!

Time for me to take 2 Tylenol and call it a night! 8)