Quote:
Originally Posted by Mark Henry
Well.... the Fully sequential injection isn't much of a benefit on an air cooled, it adds fuel economy driving below 3k rpm (watercooled cars) but a on an aircooled you shouldn't be running much below 3K. Over 3K sequential has no benefit over batch.
If you want to argue the point first go to the MS FAQ's and look up sequential vs batch.
Those cams aren't overly radical, bit more lift but IIRC the same duration as SC cams, so you should be able to use the MAP sensor, but with the ITB's if you have a poor vacuum signal you will need to tune in alphaN. Tippy's question is likely because too big of ITB's will make the vacuum signal worse. I'd try both ways and see which works better for you. Poor vac and using MAP often gives you a lean condition when you stomp on the gas.
You'll likely will need some dyno time, even with a good base file, pretty hard to tune on a LT and drive at the same time.
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If I may chime in here.
I disagree with that blanket statement that sequential control doesn't matter much. Typically you can trim each cylinder for best torque both for fuel and ignition. Most manifolds use in aftermarket Porsche EFI conversions need all the help they can get, and having the added control does help, a lot.
For NA applications, consider configuring EFI with the main axis RPM V TPS with MAP as a correction. The TPS will change verses RPM so much quicker than MAP, so your response etc will always be crisper.