In Sequential and Synchronous Port Injection, the relative Timing and or Phase Angle of the injection event can be controlled. This is discussed along with some parameters which affect the optimum angle.
One of the best explanations of fuel injector timing. I've gone through this theory with a lot of trial and error and have came to the same conclusions as explained in the video. Math calculations alone do not account for all the variables. I had to run the engine and fine tune adjust the injection angles using Air/fuel ratio and manifold vacuum (just like tuning a distributor & carb) to get the optimum phase angle. End of injection timing seems to work the best for my situation with large injectors.
Hope one day you explain this topic but with a direct injection set up which is a little different but with the same principle...learn a lot from this video keep them coming.
I was trying to self-learn EFI principles so I could enhance my diagnostic capabilities with a basic labscope. I always wondered if injector firing was static (i.e. synced to trigger) and I could not find an answer. This video was incredibly helpful, thanks for uploading! I'm curious, have you seen any instances of where dynamically phasing injector phasing against various parameters (map, ignition timing, rpm, etc.) yields improvements in the power/torque band? Thanks! Massive fan of your work, I was introduced to you with your work on the mazworx s15. Repping from 🇹🇹!
@@TunedbyShaneT yup makes perfect sense. What was the duty cycle at on the 60hp gain engine? Assuming it was low, I’d imagine the gains would not have happened if the injectors were more of an “appropriate” size running at a higher duty cycle? Or atleast been much smaller gains as the initial numbers would have just been higher?
adjusting the injection angle at idle, apart from an emissions point of view, is it worth playing with you see if you can smooth an idle out or generally improve idle, im a small 4 cylinder on bosch 210s that is getting into the 70% at WOT on gasoline so only time im thinking i may benefit is idle(1.5%) and cruise (5%)
10% is WAY, WAY more than I've ever seen via injector timing; wow! -I understand avoiding injecting during exhaust overlap and avoiding injecting when the valve is closed, but is there a reason to avoid injecting when the piston is moving up from BDC on the compression stroke but the intake valve is still open? -My gut says that it could be useful to keep spraying until just before the intake valve closes when it comes to tuning for MPG and max lean cruise AFR (keep more fuel in that spark plug gap)...
If you have a duty cycle of 75%, while your intake vale Open time is only 25% ,is the 50% fuel duty cycle being wasted? Or do they use the extra fuel to cool system components.
I'd be curious to see the relationship between runner length and injection timing. I'd guess that at some point you would have to adjust the open angle so that all the fuel can make it into the chamber before IVC. Though I doubt the significance at high duty cycles.
There is no specific relationship to be quantified at least none that I have found, which is why I said its going to take some adjusting to find specifically what each engine wants.
Or I suppose if you meant injector position compared to valve position the answer is always if its further to the valve from the injector, it always wants more advance.
@@TunedbyShaneT that's exactly what I was talking about. Based on intake runner length and port velocity, it's got to take a certain amount of time for that fuel to get there.
Anybody have thoughts on how an injector firing at 25% DC (for example) and timed to the ideal place might perform compared to an injector firing at 65-85% DC? I’m planning to test and find out soon. But curious if any has any experience here.
Sir how many ecu does a 4 cylinder engine has? Does it depend to the number of cylinder on how many ecu a motorcycle have or is there only one ecu regardless of the number of cylinder?
I don’t know because I didn’t tune the engine with the factory controller on it someone else did. The increase was just the result of adjusting things around to find what the engine wanted. It was not a factory engine application (exhaust and inlet plenum) which might have been the difference, which the factory controller and tuning software may not have been able to adjust for.
@@TunedbyShaneT yeah 720 is the length of 4 stroke. And how does ecu knows where to time the injector timing? Look listen for example in carb type engine, the ignition timing works like this. Theres a little magnet embeded in the magneto everytime it passes thru the pulser it gives signal to the cdi then cdi gives power to the sparkplug to spark. Then in the case of injector timing how does it work? Does it because of the ecu all alone that all u have to do is to program it? Or is there any pulser too that gives the timing? So if yes does the injector also spray when the valve is close?
