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Sequential fuel works fine with wasted spark... And MS2e lacks individual ign timing trims etc, so no loss.
You can even wire it up sequential, and set it to run as batch/semi sequential until you give it a sync wheel or missing tooth wheel in the distributor.

You can even switch back and forth (once you have sync) to see what differences it makes.

That sounds like the most flexible option. I guess it wouldn't be too hard to put a dizzy drive back in for one of Mario's cam syncs later...

Mario, how much fuel trim did you end up needing for cylinder to cylinder variations?
Was it injector related?

@toRy 70, I think for flat shift and launch control you need full sequential? It's been a while since I looked into that, and I don't have tuner-studio near me. Awesome ECU Mario!

volksbugly wrote:@toRy 70, I think for flat shift and launch control you need full sequential? It's been a while since I looked into that, and I don't have tuner-studio near me. Awesome ECU Mario!

Incorrect, did it for years before I was sequential

Mine is batch fire and I have launch control with flat shift.

I haven't dared to try them yet but the launch control works since I tested that in the garage one day.....

Sequential provides the ability to have one shot/cycle, allowing pretty... redonkulous injectors to idle well.
(but everything has limits... don't expect 1400s to idle at 14:1 on a stocker etc)

It also allows altering the individual injector timing map over MAP/RPM, and per-cylinder fuel trim table in the same fashion to allow for injector or whatever differences.
The former can make a huge difference in idle quality, drivability and economy, and the latter allows you to get the most out of, and may save your engine if tuned far past the edge of reason.

It also allows per-cylinder real time lambda correction for those that have the required per-cylinder WBO2 setup.
(can MS2E do this? Not just logging)

MS3 provides per-cylinder timing tables and the option for per-cycle knock detection//retard as well.

Piledriver wrote:Mario, how much fuel trim did you end up needing for cylinder to cylinder variations?
Was it injector related?

They constantly change. I think it's variations between the 2 heads and possibly a bad cylinder. But there are cylinders that are railed to max + and - to get them within tolerance.

Unfortunately MS2 does not offer per cylinder EGO correction like MS3 does. Only per bank which does not apply.

MarioVelotta wrote:

Piledriver wrote:Mario, how much fuel trim did you end up needing for cylinder to cylinder variations?
Was it injector related?

They constantly change. I think it's variations between the 2 heads and possibly a bad cylinder. But there are cylinders that are railed to max + and - to get them within tolerance.

Ouch.

That, kids is why you want sequential, and probably at least WBO2 bosses on each pipe...

Running the extended bosses I assume? Or just far enough away?
///A lot of cars don't really allow long tube headers like ACVWs, for us its basically the only decent setup that reaches.

I really want to do it, but can't find a budget friendly way to compensate for pressure
I'd buy 4 tomorrow if I knew I had a good way to compensate. I've purchased a new 4 bar map sensor to hook up to measure back pressure, just need to install it.

Sorry Mario, I know this is off topic...

Chip Birks wrote:I really want to do it, but can't find a budget friendly way to compensate for pressure
I'd buy 4 tomorrow if I knew I had a good way to compensate. I've purchased a new 4 bar map sensor to hook up to measure back pressure, just need to install it.

Sorry Mario, I know this is off topic...

Yes, but probably as good a topic to discuss it in as any.
(can be moved to new topic if desired, but will lose some context)

Also note its not just boosted setups... If you have a reasonable quiet exhaust (or stock in some cases) it will generate some error as well.

IIRC that's being worked on MS side, and IIRC some of the 14point7 setups have that option, but they may not be able to feed it back digitally.... but...

If boosted, you are probably pig rich anyway, you really just need to check for the deltas in any case, so you can balance the injector flow as needed. THAT is the huge win, and that works, now.

With a 5th sensor post turbine the pressurized sensors are just looking for AFR delta anyway.
...
plus--- its a (relatively) small, known %/psi, so if you have the backpressure vs. load data, you can provide the needed "Kentucky windage" in the AFR target table if needed.

Link has the formula and the 4 channel AEM setup to do the deed.
It speaks CAN, and the unit itself is $551 on Amazon, no sensors, O2 or pressure included.
(That, I assume is the "non-budget-freindly but works completely, now" method)

http://forums.pelicanparts.com/porsche- ... -info.html

My lambdas are liable to have a significant spread, as the turbo header is very unequal (among other eccentricities part of the aircooled platform). I'm willing to leave some power and efficiency off of the table if it means less complication and running sooner. My car ran for a summer on V2.2 (and then sat for 3 years when I moved for work). It was a heck of a lot easier to work on a running car. Like you guys said, there's always room to grow later!

I'm sure some dudes have also run 4 WBs on their carb tunes and use different jets on each cylinder. We call these dudes "weird".

How are those of you with launch control setting up your clutch switch? It looks like magnetic is the way to go. This one has one contact each for normal open and normal closed.

http://www.amazon.com/Directed-Electron ... B0009SUF08

Piledriver wrote:Yes, but probably as good a topic to discuss it in as any.
(can be moved to new topic if desired, but will lose some context)

Also note its not just boosted setups... If you have a reasonable quiet exhaust (or stock in some cases) it will generate some error as well.

IIRC that's being worked on MS side, and IIRC some of the 14point7 setups have that option, but they may not be able to feed it back digitally.... but...

If boosted, you are probably pig rich anyway, you really just need to check for the deltas in any case, so you can balance the injector flow as needed. THAT is the huge win, and that works, now.

With a 5th sensor post turbine the pressurized sensors are just looking for AFR delta anyway.
...
plus--- its a (relatively) small, known %/psi, so if you have the backpressure vs. load data, you can provide the needed "Kentucky windage" in the AFR target table if needed.

Link has the formula and the 4 channel AEM setup to do the deed.
It speaks CAN, and the unit itself is $551 on Amazon, no sensors, O2 or pressure included.
(That, I assume is the "non-budget-freindly but works completely, now" method)

http://forums.pelicanparts.com/porsche- ... -info.html

I've been in contact with Alan To at 14point7.com and Jean at JBperf.com. As recently as a month or so ago I was told be Alan that they were collaborating on something regarding this. Unfortunately I was told a week or two ago that nothing has happened yet. I passed on the pelican link to Alan this morning. I'm not touching the AEM product. I'll be almost $1000 bucks lighter if I went with that thing. I'm not that committed...yet.

ToRy 70 wrote:How are those of you with launch control setting up your clutch switch? It looks like magnetic is the way to go. This one has one contact each for normal open and normal closed.

http://www.amazon.com/Directed-Electron ... B0009SUF08

I don't love that switch. Preload is key with these VW transmissions, if you have the 2 step turn off as soon as your clutch leaves the floor you are gonna break stuff, and it will suck. Also when flat foot shifting, you are more likely than not going to want that switch to engage before the clutch completely frees the engine from the transmission, but just barely since you don't want to cause a braking effect. I'll post a video I made of my switch in action. It's worked really well so far.

https://youtu.be/T0Y7kbMIuys