New Free Fire Hack Injector
Vilma Steiert
Also what what is the idea behind batch injection being adjustable to have injection occur every 360 or 720 degrees of rotation. If tuning a traditional fuel map would injection durations be double for a 720 injection as opposed to 360 degree.
In real life there is usually very little noticeable difference in how an engine will run when comparing semi-sequential to multi-point group mode, but with semi-seq you may be able to achieve a slightly smoother idle and very light load operation.
In 360 mode your injector has to fire twice as often so pulse widths are halved and you have twice the dead time per cycle, this becomes an issue mostly only with very large injectors but I still suggest always use 720 mode if you have capable triggering.
i have base line specs for injection duration for the injectors I intend to run if set up as a fully sequential injection system. Would these inputs be the same for a fuel table on 720 degree injection in semi sequential ?
In my case, I may be looking at this on a flat 6 with two lambda sensors and ITBs, so can probably try and pick injection timing that matches (and I suspect it is slightly before valve opens on 1 / 3 / 5 which is 120 deg later on 2 /4 /6, although there is probably also an injection timing that would see both inlet valve "pairs" open if that was desirable).
Sorry for digging up an old thread, but directly relevant to the above. If wired up as below, and there was a need to run the engine without the cam sync temporarily, would be the best alternative be multi point, 360*, and halve the master fuel (hoping deadtime are accurate)?
In 360 mode your injector has to fire twice as often so pulse widths are halved and you have twice the dead time per cycle, this becomes an issue mostly only with very large injectors but I still suggest always use 720 mode if you have capable triggering
hey guys new to the forum i'am currently wiring in a G4 storm in to my ER34 rb25det neo the ecu had previously been wired for a rb25det s2 not knowing how they previous owners had wired the car im guessing its how you have mentioned in this thread as semi sequential injection i just want to be sure that a G4 storm is compatible to run semi-sequential injection and whats the best way to wire it up cheers
Yes this would be the way to do it if you are starting from scratch. If it is already wired for batch fire then you will probably find it will run perfectly fine like that to. Semi seq you might be able to get slightly smoother idle and sometimes a little smoother run at light loads.
Without a Cam Sync you can run it with Wasted Spark Ignition and Batch Injection or you can run it as a '3 Cylinder 2 Stroke Sequential' with Injectors and Ignition outputs paired for cylinders that are at TDC together (360 degrees apart in the firing order). I used to run my engine that way but had trouble getting the idle mixtures lean enough since the Injectors are firing twice per '720degree' cycle.
With multi-point group the wiring is really no longer relevent as the injection event is no longer timed to the intake valve event, so you can pair them up in 3 groups of 2 or 2 groups of 3, will work fine either way.
If you are grouping injectors make sure the total current on each output channel does not exceed 5A. If you have 3 injectors on a single output channel the injector winding resistance should be at least 9ohms.
Option 1 - Group 1-4 and 2-3. This is the common way to do it. Reason being I suppose that that's the way the crank groups them. But those pairings are 180* opposed in firing order, so if you are timed perfect for one injector, you're completely imperfect for the other.
Option 2 - Group 1-3 and 4-2. Follow the firing order. It seems like you could more accurately emulate sequential injection this way. This way, if you're timed perfect for one, you're only 90* off for the other.
Have you checked the injection sequence for your computer? I've not found a batch fire that doesn't fire once per revolution- so for each cycle, it injects twice- once "correct" and once 360deg out. (nit pick correction- 1-4 and 2-3 are 360 deg apart in firing order....)
One other note- mixed results from open valve injection. In theory, it will allow you to run more spark, but you need a dyno to check it. The trade off is on a cold engine, you'll inject liquid fuel into the combustion chamber (and possibly on the walls....). For safety, I would start on a timing that does closed valve injection. It works fine.
The one note that I would make, do make sure that MS is capable of overlapping the injections on the two drivers. Last I heard, it was capable of this, but I ran into this problem on a TECII, which limited a pair batch to half the time it could have. If I put all of them together- as in twice per rev, it would have worked- but for whatever reason, the TEC was not able to schedule the injector drivers at the same time at different timings... odd. I'm pretty sure MS IS capable of that, but you should double check it. No reason to cut your injector capability in half just due to a driver issue....
I found out the hard way- my challenge car ran out of fuel at the top end... Thankfully, it didn't break anything. I paniced and cut the tips off the injectors, and then found out that I can batch fire the entire set later.... Oh, well.
Resurrecting an old thread here since I will likely be doing a MS based build here soon, and I am not familiar with the whole batch injection thing. It seems like it is basically the fuel injection version of wasted spark, is that right?
So batch injection would do the same? Injecting a pair of cylinders one when it is supposed to and one that would just go out the exhaust? Or the intake valve would be closed, so it would build up for the next injection effectively doubling the amount injected?
The firing can be similar to wasted spark, but the unused fuel generally sticks around in the intake port until the valve opens (some of it can be sucked down the wrong cylinder due to intake reversion effects). It's only going to blow out the exhaust if you have a massive amount of cam overlap - and in that case, sequential fueling is only going to be able to prevent a small amount of that.
And to follow up on that, for the most part, OEM level PFI calibrations inject on a closed valve. So having it build up in the runners isn't that big of a deal. Even doing SEFI injection, it's on a closed valve- so even on the very rare occasion of blow through- it just would. But that's really rare.
As a side note, unless you are really confident in your injector aiming and the pattern you have, I would suggest not injecting on an open intake valve- to good of a chance at bore wash. Up until direct injection, all OEM injection was on a closed intake valve- generally timed so that the end of the injection is just prior to the valve opening.
If one is worried about injection timing, especially with batch injection, I'd suggest plotting out a line of 720 deg and draw out all of the events there-that will make it clearer where to inject the fuel.
This is the same injector timing table I'm using for my 4age (stretched to the right with a few more columns for higher revs), set semi-sequential, but also running 4 squirts per cylinder, so I'm not sure how much difference it makes:
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Funny you should mention those Fire Injector plugs...Bosch made plugs back in the day with three ground terminals that were very similar...my '69 came from the factory with 'em. And when I installed a Delta Mk 10 CD system, they misfired like crazy. I replaced 'em with standard single ground electrode Bosch plugs (W-175T1s for you old timers) and the car ran perfectly. Still have the original plugs, as they only have 1500 miles on 'em.
I did some work on it and got the engine to fire up and was able to drive it around, but after some use, it looks like cylinders 1 and 5 are not getting. I blamed it on clogged injectors and 900 year old fuel lines and rails, but I am also wondering if I hooked up the harness incorrectly. I assumed the engine wouldn't run if the wires were hooked up backwards but I've been wrong before.
All my injector plugs are VW/Audi type ones that have been spliced into the original harness. Is there a way to easily determine proper order on the injectors without tracing the harness back to the ECU? And is there a way to check polarity (if it could be an issue) or pulse to the injector?
I imagine because of the length/layout of the harness ,,, and position of those cylinders ,,, that it would be very hard to mix up both of those injector connection's with the exception of wiring in new style connectors.
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