Rogue_Ant

...The ignition (spark) is absolutely sequential on the factory setup.

In order to do cylinder-specific ignition retard, the KLR doesn't even have to know which physical cylinder is knocking - it only has to 'mark' which cylinder is knocking, then count three ignition events and it will be right back to the 'marked' cylinder, ready to retard just that upcoming ignition event.

Yes. He used the KLR as inspiration, in an effort to keep his turbocharged Fiat 131 Sedan together... I still have an old email discussing this with him directly.

Sequential injection's primary benefit is emissions, and perhaps economy as a secondary. And both only coming into real use at low RPMs. At higher rpms & loads the injection event is significantly long (relative to engine cycle time) that sequential becomes essentially batch-fire anyway.

Thom

I ignored that. I got confused with fuel injection, which is not sequential on the 951 Motronic.

Well, I can say that my modern ECU makes for significantly smoother engine operation than my previous Motronic-based equipment, pretty much regardless of load, boost or RPM. Since I have never been able to get to look at the core of the tune with the Motronic stuff, I would conceide that maybe it's just a matter of tune, but I honestly doubt it.

One thing that batch injection cannot do is varying injection timing, which can help with cooling the back of the intake valve and help against detonation/knock.

Chris White

Yeah, full batch fired ignition would not be such a good idea!

Tom M'Guinn

Here's a pretty good and very old thread explaining how the KLR pulls ignition on a cylinder by cylinder basis. TT hasn't posted in a long time (unless secretly under another name?), but is or was one of the propeller heads when Vitesse first cracked and re-wrote the operative code for the DME.

https://rennlist.com/forums/944-turb...-wire-9-a.html