If you’re going to take full advantage and tune each individual cylinder like it was it’s own independent engine, and remove the variability of air/fuel ratio per cylinder that is native to ALL engines by dialing each cylinder in to it’s unique airflow characteristics– the by all means, yes! For a pure race car as we tend to cater to, the answer is closer to…. That said, they mostly come into play regarding improved emissions and fuel economy, which is obviously a key focus of OE automakers. Well, in a word, YES! Automakers would not have made this the standard years ago were there not. So are there benefits to ‘going sequential’? And are they worth it? If your tuning budget allows for individual cylinder tuning, it may be possible to pick up 3-4% more power depending on how much cylinder to cylinder variation your engine has, while also helping to ensure that you can tune your engine to be as safe as possible while still pushing it to the max. There can be minor emissions and fuel economy benefits particularly at very low speeds though. MSPNP Pro systems offer the same support of sequential fuel injection for up to 8 cylinders (and more is possible if we were to build an MSPNP Pro for a vehicle with higher cylinder count, the core supports it).Īs a general rule, most of the benefits of ‘going sequential’ are in the fuel economy and emissions space– there is generally no significant performance difference with a sequential system over a batch system unless you use individual cylinder tuning. If you’re looking for the absolute best possible emissions and fuel economy, as well as the ability to fine tune each cylinder individually, then the MS3 system is the way to go.Īs for Plug-N-Play (MSPNP and MSPNP Pro) systems offered by AMPEFI/DIYAutoTune, the MSPNP Gen2 systems support sequential fuel injection for 4 cylinder vehicles so long as the stock ignition system offered up the crankshaft position sensor and camshaft position sensor signals needed for us to be able to do so. The MegaSquirt III system with the MS3X Expansion board or MS3-Pro will do full 8 cylinder sequential fuel and ignition. If you want to know where sequential fuel injection systems really shine in getting the MOST out of a motor, read on! But for a race car, many would say you’re splitting hairs a bit there. Worth noting though, the sequential fuel injection system did fire up a bit smoother/easier, and run a bit more smoothly at idle and at light throttle angles. Peak power was more or less the same so long as we did not employ individual cylinder tuning on the sequential injection system. We’ve dyno tested several cars with using batch fire and sequential injection on the same motor. You might enjoy that entire series actually! Read Chapter 4 in the EFI Tuners Guide for more information on the benefits of sequential versus batch fuel injection. It’s a fact that at higher engine speeds you won’t have enough time to spray all fuel while the valve is open, making this somewhat pointless, particularly for a performance oriented application.Īt these higher engine speeds 99% of sequential systems (exceptions being race only systems with super massive injectors) cannot spray all of the fuel needed while the valve is open anyways, and sprays it both while the valve is opened and closed, very much like a batch system such as the MegaSquirt I and II. Batch Fuel Injectionīatch injection (which is what the MegaSquirt-I and and most MegaSquirt-II versions do) does not attempt to spray only when the valve is open. Benefits can be seen in emissions, drivability, and fuel economy particularly at these low engine speeds and loads. Sequential fuel injection attempts to only spray fuel while the intake valve is open for the cylinder that is about to fire, which in most cases is only possible at low engine speeds between idle and low speed cruising.
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