I am refining the design. It looks like it would cost about $600 to put a computerized spark and fuel injection control on a four cylinder. The controller I selected is "microsquirt", it would have partial sequential fuel injection because the cylinders share an intake port. I would use the stock carb and extend the throttle shaft for a TPS. Each pair of cylinders would spark at the same time.
- Thread starter David G
- Start date
I dont know what your full throttle advance would be,but,i would guess around 15 degrees.that would mean that you would add spark when you have #3 coming up on compression and #4 on intake then adding spark at 15 degree with the #4 intake valve open,which would cause a backfire
Owen Aaland
Well-known Member
I'm not sure why you want to go with a waste spark system but the pair of cylinders for the spark will be different than the pair that share the intake port. The spark would have to be shared by 1-4 and 2-3. The shared intake ports are 1-2 and 3-4.
on a 4 cyl. don't the 1&4 2&3 stroke the same ,if so you possibly could pair 1&4 2&3 and be 180 difference ,but 1&2 3&4 will be 90 off,you would have to fire it on all 4 strokes which won't work because you will fire it at the bottom of the compression stroke,i could be wrong as i have been many a time before, age don't help that factor either
The lost spark might not work well like others have stated. Modify a stock distributor to lock out mechanical and vacuum advance, along with installing a magnetic pickup. Might have to modify the rotor with a wider contact, too.
I did a Ford 302/5L with Megasquirt. Took a lot of fiddling with the computer to get it to fire off the first time. Runs really good now! Had to modify the distributor to work with all electronic timing.
Josh
I did a Ford 302/5L with Megasquirt. Took a lot of fiddling with the computer to get it to fire off the first time. Runs really good now! Had to modify the distributor to work with all electronic timing.
Josh
old
Well-known Member
- Location
- Camdenton Missouri
Oh so sort of like some of the older Datsun truck engines did had the 8 plugs in a 4 cylinder and dual point set up
Anonymous-0
Well-known Member
I'm working on the same idea--still on the drawing board--for an International truck six. Using the idea of 3 injectors, one in each intake runner...since the head is where the ports actually "split" for each cylinder. You simply have to make each injector fire EVERY crank revolution, instead of every OTHER crank revolution. On a low-rpm engine like a tractor or some of these old trucks, firing each injector twice as often still shouldn't be too bad on them.
Remember, it takes TWO crankshaft revolutions to make a combustion "cycle" on a 4-cycle engine...so on your 4-cylinder example, you'd be firing one injector every 180 degrees, since it would take 720 degrees--two crankshaft revolutions--to fire all 4 cylinders. At 90 degrees of crankshaft rotation, there should be NO spark OR injector events going on...think about it.
Remember, it takes TWO crankshaft revolutions to make a combustion "cycle" on a 4-cycle engine...so on your 4-cylinder example, you'd be firing one injector every 180 degrees, since it would take 720 degrees--two crankshaft revolutions--to fire all 4 cylinders. At 90 degrees of crankshaft rotation, there should be NO spark OR injector events going on...think about it.
Anonymous-0
Well-known Member
I'm working on the same idea--still on the drawing board--for an International truck six. Using the idea of 3 injectors, one in each intake runner...since the head is where the ports actually "split" for each cylinder. You simply have to make each injector fire EVERY crank revolution, instead of every OTHER crank revolution. On a low-rpm engine like a tractor or some of these old trucks, firing each injector twice as often still shouldn't be too bad on them.
Remember, it takes TWO crankshaft revolutions to make a combustion "cycle" on a 4-cycle engine...so on your 4-cylinder example, you'd be firing one injector every 180 degrees, since it would take 720 degrees--two crankshaft revolutions--to fire all 4 cylinders. At 90 degrees of crankshaft rotation, there should be NO spark OR injector events going on...think about it.
Remember, it takes TWO crankshaft revolutions to make a combustion "cycle" on a 4-cycle engine...so on your 4-cylinder example, you'd be firing one injector every 180 degrees, since it would take 720 degrees--two crankshaft revolutions--to fire all 4 cylinders. At 90 degrees of crankshaft rotation, there should be NO spark OR injector events going on...think about it.
MarkB_MI
Well-known Member
- Location
- Motown USA
Uh...why?
I don't see why it shouldn't work... The waste spark system is one of the best that Ford ever used as far as I'm concerned. No dist problems. No bad modules... just mile after trouble free mile.
I would think that as long as you pair the cylinders correctly for spark and have good tight intake valves it should be fine.
I'm not sure that you're really going to get the full value of fuel injection on a shared runner... but it's probably going to be a considerable gain over what it had.
Rod
I would think that as long as you pair the cylinders correctly for spark and have good tight intake valves it should be fine.
I'm not sure that you're really going to get the full value of fuel injection on a shared runner... but it's probably going to be a considerable gain over what it had.
Rod
Owen Aaland
Well-known Member
The problem with shared runners and port fuel injection is that the flow to each pair of cylinders in the runner is not even. On a six cylinder engine you end up with the intake valve on the shared port opening at intervals of crankshaft rotation of 240° and then 480°. The four cylinder is even worse. Those pairs take in the air/fuel mix at 180° and 540°.
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