Injector Dynamics ID1750-XDS Fuel Injectors for Chrysler 300C, Challenger and Magnum SRT-8 - Set of 8

Injector Dynamics ID1750-XDS Injectors in the 48 mm Black Bottom Adapter Configuration for SRT-8 Applications

Injector Dynamics groups three cars under this part number: the 300C SRT-8, the Challenger SRT-8 and the Magnum SRT-8, all listed together in its Dodge and Chrysler section. The imported title named only the first of them, called it a Dodge, and added a 6.4-litre displacement the manufacturer never published against this number. All three points have been corrected.

Physically this is the bottom adapter build of the 48 mm injector, marked 14B in the part number and described in the importer data as the black adapter. It is not the plain 14 mm lower O-ring set of eight, which serves the Hellcat, GT500 and later M3 applications, and it is not the 60 mm adapter set either. On a HEMI rail those distinctions decide whether the injector seats at all.

Key Features

• Bottom adapter configuration marked 14B in the manufacturer part number rather than the plain 14 mm lower O-ring build
• Listed for the 300C SRT-8, Challenger SRT-8 and Magnum SRT-8 as a single application group
• Matched set of eight, consistent with the manufacturer's published per-set pricing for this number
• Separate part number from both the plain 48 mm set of eight and the 60 mm adapter sets of eight
• Rated at 1728 cc/min at 3.0 bar (43.5 psi) on E10 emissions certification fuel, with a published maximum differential fuel pressure of 7.0 bar
• Compatible with methanol, ethanol, MTBE, nitromethane and all known hydrocarbon fuels, with a USCAR electrical connector
• Published dynamic flow and offset data from 8 to 16 volts across the working pressure range, for direct entry into an engine management system

Fitment

No model years are published for any of the three rows, so this listing carries no fitment tags. Engine displacement is absent for the same reason it would be absent even if it were published: displacement never belongs in a fitment tag. The imported 6.4-litre claim has been dropped entirely because the manufacturer application row does not state a displacement, and the 300C has been attributed to Chrysler rather than Dodge, which is how the manufacturer's combined Dodge / Chrysler heading resolves for that car.

Specifications

What's Included

• Eight Injector Dynamics ID1750-XDS fuel injectors in the 1750.48.14.14B.8 configuration, supplied as one dynamically matched set.
• Injector Dynamics publishes no included-items list here. Seals, adapters and connector kits carry their own part numbers and have to be ordered explicitly.
• Dynamic flow and offset values are maintained as a live published table by the manufacturer rather than shipped with the set.

About Injector Dynamics

Injector Dynamics publishes the ID1750-XDS with a documented maximum differential fuel pressure and a fuel list that includes nitromethane, which tells you what environment the injector was designed for. Application rows, not generic flow figures, decide which part number an engine takes.

Related Parts

• Injector Dynamics ID1050-XDS in the same 48 mm black bottom adapter configuration, listed for the same three SRT-8 cars, set of eight
• Injector Dynamics ID1300-XDS in the same 48 mm black bottom adapter configuration, listed for the same three SRT-8 cars, set of eight
• Injector Dynamics Viton 14 mm lower adapter O-ring for the black bottom configuration
• Injector Dynamics 14 mm top O-ring, service seal for this configuration

FAQ

On E10 emissions certification fuel at 49 C (120 F) and 3.0 bar differential, which is the condition printed in the specification table.

Injector Dynamics publishes 7.0 bar (101.5 psi) as the maximum differential fuel pressure for the ID1750-XDS.

The manufacturer's compatibility statement is broad, but it says nothing about dirt, and describes corrosion resistance as compatible with everything but dirt.

The ID1750-XDS is published with a USCAR connector; check each model's own table rather than assuming.

Injector Dynamics matches dynamically rather than only by static flow, which is the point of the process.

No. Injector Dynamics runs cleaning and inspection as a service, separate from its one-year defect warranty.

Inspection is how the manufacturer establishes whether a set is still within tolerance, which matters more after a season on corrosive fuel.

No. The manufacturer publishes offsets across five voltages and a full pressure range for a reason.

Because Injector Dynamics does not publish one for this part number; the only related reference is the certification fuel used in flow testing.

The 300C SRT-8, the Challenger SRT-8 and the Magnum SRT-8, all listed against this exact number.

Not entirely. It named the 300C as a Dodge, attached a 6.4-litre displacement the manufacturer does not publish against this number, and omitted the Challenger and Magnum applications.

Displacement is never placed in a fitment tag, and in this case the manufacturer does not publish one for these rows either. Verify the engine and rail on the car rather than relying on a displacement figure.

Injector Dynamics publishes no model years for any of the three SRT-8 rows, so there is no manufacturer-confirmed bounded vehicle to tag.

No. The Hellcat, Trackhawk and Demon are listed against the plain 48 mm set of eight, which uses a 14 mm lower O-ring instead of the bottom adapter.

14 is a plain 14 mm lower O-ring; 14B adds the bottom adapter. The importer data for this listing describes that adapter as black, and it changes how the injector sits in the rail.

Installation Instructions

Injector Dynamics documents cautions and connector assembly but not an install procedure for this number, so treat the factory service information for the engine as the authority on rail removal and torque.

1. Confirm that part number 1750.48.14.14B.8 is the configuration Injector Dynamics lists for the Chrysler 300C SRT-8, Dodge Challenger SRT-8 and Dodge Magnum SRT-8 before anything is removed from the engine.
2. Copy down the connector-base serial numbers first. They are the only identifiers Injector Dynamics accepts for service work.
3. Take fuel pressure out of the system, disconnect the supply, and remove the rail strictly to the factory service information.
4. Do not modify the molded O-ring retainer. Injector Dynamics warns that removing it on an application that does not need it risks catastrophic engine damage.
5. Check that the injector seats fully in the rail and in the port with the 48 mm and its listed interfaces before committing to the install.
6. To assemble the connectors, strip around 5 mm of insulation, thread the wire through the seal into the terminal and crimp once the conductor sits in the crimp section.
7. Because the connectors are not polarity specific, either wire can be the driven side.
8. Because the injector manufacturer publishes no torque data, the factory service information is the sole authority on tightening the rail.
9. Set the injector characterization in the engine management system from the published ID1750-XDS tables before starting.
10. Prime and hold pressure, check every joint, and make sure the filtration the manufacturer insists on is actually fitted before the first start.