I have bosch 4 hole injectors as well. They have the exact same flow rate as the standard lucas injectors. So they have no effect on the amount of fuel released or what pressure is ran.
Finally, the closed loop system tends to only work at cruise and moderate acceleration. As you have already agreed, it has no affect at start up, idle or wide open throttle. My comment that you have taken objection to related to cold starts.
With running at 3.0 bar vs Rover's 2.5 bar regulator the 4 hole Bosch (Ford letters also on the Bosch injectors) now have a higher pounds/hour injector flow numbers. You can push an injector's inlet pressure a lot higher than the pressure (vacuum) swings you mentioned between idle and vs heavy or 3/4 throttle. You would have to run a boosted intake pressure, supercharger or turbo before the manifold pressure would effect the injectors. No way on these NA engines.
The 4-hole injectors i'm running can feed up to a 5.8 litre (351 cu/in) Ford engine on down to 4.0 litre engines.
I fully agree on your replies with closed loop operation conditions except your open loop fueling control.
I know you Ozzies are crazy gear heads into engines and racing about as bad as us Yanks in the U.S.A.
David Grubnic comes to mind as a NHRA Top Fuel racing owner of a dragster. I have personally talked with "Grubbie" at a NHRA meet and track app 38 miles from home. I'm into Pro Stock cars and bikes, not Top Fuel a big money TV Hype thing. Formula One's high tech and Pro Stock cars vs Nitro BS.
I must mention the vacuum advance on the 95 D1 is total crap failing by 19 months on average plus reduced advance degrees for the California market.
Here in California the vacuum advance is limited in degrees advance, not as much as a D1 sold in the other 49 states.
Gaining more degrees advance yet than than even the 49 state advance units are those rebuilt "Down Under". I purchased one.
They in Oz use a higher quality diaphragm material vs LR's expensive POS units. I'm at 16 years and counting without the vacuum advance unit failing. Way cheaper also vs LR's price.
Sorry if I mixed the word "GEMS" engine as the 2002 4.6 has all the 3.9's accessories down to a distributor vs later D1's with coil packs being called "GEMS" I recall. There's several reasons why I own a OBD1 Disco. Also running a Mark Adams "Tornado" chip with Magnaflow's high flow cats (94305 numbers) that have straight inlets and outlets a 2 1/4" nipple stub vs other manufactures with a common inlet stub restriction no matter the inlet and outlet advertised stub sizes offered. Yup an instant restriction problem like Borla's cat back exhaust I run in stainless. Early production had an "hourglass" pipe slide into the inlet of the muffler reducing the inlet cross sectional area to 50% of the 2 1/4" inlet pipe ID. Grind the pipe stub end weld removing this restriction an instant quick fix with better flowing muffler.
It took a dump rattling internally a "Lifetime million mile muffler". Yeah right, spent almost 5 months arguing with Dave Borla, told "you found the muffler in wrecking yard". Yeah right with warranty card, told "you printed up a hundred of them". Dave Borla's dad answered the phone, I emailed my credit card record with performance shop billing, paid for a second muffler with credit back once they received their defective muffler. Word of wise, keep all paperwork dealing with any Borla exhaust purchases.
Later production stainless cat back mufflers eliminated this restriction.