BOSCH was the original equipment manufacturer (OEM) of the injectors for all Ford port EFI engine applications--since they held the patents for electrically-controlled fuel injectors. But the years have passed and those patents have faded away and been passed on to many others.
The OEM design is a cone pattern spray from a pintle-type injector. The electrical characteristics are 2.4 Ohms, nominal. Most all port injectors have similar physical dimensions (in fact, most of the Ford CFI injectors have similar physical dimensions to the port injectors).
The use of a disc type injector has been tried by some as a replacement. The disc type injectors spray in a single stream like a garden hose--there is no spread to the spray. The design requires the spray to contact something (like the valve stem or head) that is hot to break up the spray into small droplets and help in the vaporization of the droplets (by being hot).
The pintle-cone pattern starts with tiny droplets (hence the requirement for high-pressure delivery) so the atomization is generally better in engines where the injector does not have a direct shot at the valve stem (like in the Ford 2.3L OHC) at least on cylinders 1 and 4.
The BENDIX Deka injector series are a common replacement disc, single stream pattern injector and found on many newer GM engines. Just about everything from Europe is made by BOSCH.
The BOSCH 803 injectors (OEM for the Porsche 944 Turbo) are rated at 20% more (full-on) fuel flow than the 1985.5-86 SVO engines' injectors. They have an electrical resistance of 4.24 Ohms which will not harm the EEC electronics but will make for a slower injector opening time due to the lower electrical power being applied to the injectors, but also I do know how much of a difference it will make.
As an example, the answer probably lies somewhere in-between, the 2.4 Ohm units can open in 1.2ms while the 14.5 Ohm units (in the v-ate engines) need 2.2ms to open.
There are probably a variety of after-market fuel injectors available but there might not be many that have the capacity needed for turbo engines since they tend to be much larger than what is required for a normally-aspirated engine (duh?). They are much smaller than the previously common CFI or throttle-body injection units that had to feed 3 or 4 cylinders.