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- Опубликовано: 7 авг 2024
- 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.
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Love these videos Shane, cheers mate.
Thanks
Always great videos and information 💪🏼
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.
Thanks Shane. I have read a bunch of forum posts on the subject and nothing has been as good as this explanation.
Glad to hear
Thank you! Very clear and easy to understand
This was fascinating, thanks for posting these videos
Thanks for the great info!
awesome! Trying to figure out exactly what these PIDs in my tuning software are telling me. I got that and more with your video! Very helpful!
Thanks for a great summary. Helped me understand the concepts. Cheers!
Thanks Shane, that was well explained.
Pleased you enjoyed it sir
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 🇹🇹!
Yes the phasing is typically adjusted both by engine speed and load and occasionally by temperature.
Awesome. 60hp is wild! I have yet to find an engine that it made any real conversation worthy change in horsepower 🤷♂️
As I mentioned each engine is different and if you have lots of injection overlap over the valve event it becomes much less sensitive.
@@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?
Simple and in English...
I have a BMW Vanos engine. Would it be good practice to link end of injection to intake cam closing angle so it follows the cam when changing angle?
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%)
Absolutely worth adjusting at idle and at part throttle to improve cycle to cycle variation and reduce fuel consumption.
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)...
I saw some small changes on a Yamaha r6six by changing the angle
Yeah phase angle changes don’t make much difference unless you go from just wrong to just right or vice versa
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.
Yes absolutely sir.
is there a benefit to targeting peak piston velocity at small pulsewidth
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.
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.
And when I say “perform” I mean dyno figures.
Would a larger injector be more sensitive to phase angle than a smaller one due to length of injector cycle time?
Yeah I hinted at that in the video
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?
ECU’s come with different number of outputs depending on the application. Some can do as many as 12 cylinders. Some can only do 1.
You posted on your Instagram or on your Facebook hey Zx10r what was the benefit that the Moteck system generated at the factory EC you could not
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.
Use 2 injectors?
How is this possible that ecu can detect 720° crank?
720 is the length of the 4 stroke cycle. In between 2 cam inputs are 720 crankshaft degrees.
@@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?
@@TunedbyShaneT please enlighten me sir i would be so much glad if u do
@@globhertsldn6503 The EFI on many lawn mowers is NOT SYNCHRONOUS because they do not have a cam sensor, so they spray and pray and fire the spark plugs twice instead of just once, The engine is running in a 360 degree crankshaft mode. If it has a 24-1 crank wheel it COUNTS the teeth as 1 to 24. If you add a camshaft sensor then the engine can go FULL SYNCH and the 24 teeth become 48 teeth when the ecu is counting them. Then the spark plugs only fire once in the 720 degree cycle instead of twice (wasted spark mode). It is not easy to add a cam sensor to an engine, so another strategy is to use the map sensor as a cam sensor in combination with a schmitt trigger. In this way when the intake valve opens the map voltage drops for a nanosecond and can be interpreted as a cam event that can be used to synch the engine. Engine synch ONLY needs to happen at low rpm on startup, the cam sensor is not used after startup unless it falls out of synch (bad crank sensor or noise). In the case of more than one cylinder you must be able to tell the ecu WHICH crank tooth it should SEE the schmitt trigger on. I believe megasquirt supports this, and I added 6 lines of code to SPEEDUINO to support this for the Briggs Vanguard 23 airplane engine I am building.
Videos 116-123 or so on my chan cover the map as a cam sensor
hello, you are talking about some pretty old motec software in your video, can email it to me please?
It is part of the download with M4 or M48 software
@@TunedbyShaneT thanks