D-Jet Fuel Injection Pulse Phasing Options

[Not_A_Six]

Hi All-

I recently installed a 123Ignition dizzy in my '73 2.0. It apparently can be installed in any of 4 orientations, in 90 degree increments and operate properly when wired to the plugs appropriately.

The d-jet version of the 123 dizzy also has two wires that are used to time the two groups of fuel injection pulses (cyl 1+4 and 3+2). These wires can be connected to the ECU in either polarity, and the "correct" polarity to time/phase the injection pulses seems to depend upon both the distributor orientation, and the wire polarity. Instructions from 123 Ignition show a connector sketch that "suggests" a particular polarity, but I think the correct one also depends on the chosen dizzy orientation, as well as the firing order. (The dizzy can be used in non-914 applications. E.g., with a straight 4.)

I'm an EE. I've been through Paul Anders' ( @pbanders ) very helpful writeups on the ECU and d-jet operation. I've got d-jet schematics. And, I've got a generic (Volvo?) chart purporting to show the injection timing WRT the cylinders (which seems to have a lot of discrepancies with a 914 setup with different firing order.) I've also looked at the injection pulse/spark timing with an oscilloscope (with a high-v probe).

It looks like the orientation and polarity can be adjusted to inject fuel at any of the following times:

1) Inject cylinders 1 and 3 during intake stroke and cylinders 4 and 2 during exhaust stroke.

2) Inject cylinders 1 and 3 during power stroke and cylinders 4 and 2 during compression stroke.

3) Inject cylinders 1 and 3 during exhaust stroke and cylinders 4 and 2 during power stroke.

4) Inject cylinders 1 and 3 during compression stroke and cylinders 4 and 2 during intake stroke.

I think the choice of the 4 options above would affect the dwell time of the fuel charge in the intake runners and might also cause some raw fuel to be sent out the exhaust if a pulse occurs during valve overlap.

Which of the 4 configurations is correct? Is my analysis correct, or did I miss something? Any other advice you can give me?

Thanks for your help.

Cheers. (IMG:style_emoticons/default/beerchug.gif)

[JeffBowlsby]

Sounds good. Hence the need for two 50% fuel charges per combustion cycle.

[Not_A_Six]

Sounds good. Hence the need for two 50% fuel charges per combustion cycle.

I'm not sure if we're on the same page here or not, depending on what you mean by "fuel charge" and "combustion cycle".

Each *cylinder* gets 100% of its fuel charge (25% of the total) in a single fuel pulse, but the timing is different for each cylinder (1 and 3 during intake; 2 and 4 during exhaust).

Through 720 degrees of crank rotation, there will be a total of 2 fuel pulses (one per "group"), with each pulse delivering 50% of the total charge needed by all cylinders during that 720 degrees. (I think this is what you meant by"two 50% fuel charges per combustion cycle"...)

Do I understand you correctly?

Cheers.

[JeffBowlsby]

The trigger points contain 2 switches which each initiate an injection pulse 180 degrees dizzy rotation apart, each switch firing a bank of two paired injectors.

[Not_A_Six]

The trigger points contain 2 switches which each initiate an injection pulse 180 degrees dizzy rotation apart, each switch firing a bank of two paired injectors.

Sure. On a '73 2.0 d-jet 914, the pulses are the "B" ones in that diagram. One pulse per cylinder per 720-degree I-C-P-E cycle. (with 180 degrees of dizzy rotation corresponding to 360 degrees of crank rotation.)

Do you agree?

Thanks.