Thanks for the insight Don M. It would seem like this would be not worthwhile to do then as it would reduce power which would reduce economy as well...kinda a double strike.

 

Unaware of the liabilities of confusion, it is fairly easy to see, power=stuff.
I am not familiar with principles of gorboze. I am not an authority on anything, but I did stay at a Holiday Inn Express last night.

 

Well, from what I have seen the 3ed event does NOT Make power. it is to late to contribute to making power, how ever it does make the EGT's higher.
Im going to build a test Box and i'll see what the resolute is.

Im not looking for a debate here I was just asking if any one would be intrested in a box like this.

 

If you build a test box I would highly recommend getting dyno runs recorded on the same dyno, same day with box on and off...and at the same time put EGT numbers to each run and then we will see either way if it is good or not.

 

Right, The thig is I was only wondering if there was a market for somthing that gets you better MPG and lowers EGT's. Ill let ya know if it works or not once I build it and do some testing. I think there is a group out there that is looking for better MPG. Not the guy that want's his name at the top of the list at the local dyno run. But more the guy that drives 30 miles back and forth to work and thinks $2.61 a gallon is killing him.
Any way enough

 

One thing that hasn't been directly mentioned is that not all cylinder pressure is created equal. By that, I mean that a given cylinder pressure at, say, 50 degrees past TDC will not produce the same rotational torque on the crankshaft as that cylinder pressure at 120 degrees past TDC. Here's where it can get a bit complicated; does the cylinder pressure produced by the 3rd event add significantly to torque produced? Is it an efficient use of fuel for producing torque COMPARED TO FUEL USED IN THE MAIN EVENT? I dunno, but I think the answer lies in finding out exactly where in crankshaft rotation the 3rd event occurs, and calculating the crankshaft angle at that point. Once you do that, I'd think it would then be a pretty straightforward comparison to determine which event more effectively uses the fuel-main or post? My money lies on main.

If the main event produces cylinder pressure at a more advantageous crankshaft angle, then from a pure fuel economy standpoint, it would make more sense to take the fuel normally used in the post event and inject it during the main event.

Assuming DonM is correct in his assertion that the post event does contribute some power, AND assuming I'm correct in GUESSING that the main event is at a better crank angle for power production, it stands to reason that using post event fuel in the main event instead ought to produce MORE power than stock, along with some increase in economy.

Another way to look at this is that relocating post event fuel to the main event is a form of advancing injection timing.

 

Your right the main event makes more power...but the third event was put in place to keep the fire hot! (better even burn) and to add more fuel to the combustion cycle during combustion (powers stroke) this does add some torque just by the added fuel alone.....however it also adds more power cause it helps burn any fuel that might have been exhausted before complete combustion (that’s more power) and to do it w/ out allot of noise see these are not on/off injectors my understanding is they are piezo electric like a crystal instead of a electromagnetic coil so they can open more or less at faster or slower times instead of being just wide open or closed for more or less time....you can remap the injection timing (some how I am sure) the fuel might not be burned well though


all in all if you dumped all the same volume of fuel at one time instead of spreading it out I don’t think it would equal the same power .......and taking the third event out is only gonna help at idle if the kitty is missing to save fuel...

Hell try it and see it’s just too mush technology and money from too many auto makers if it’s a waste of fuel...I will post some links to some really boring literature if you guys want.....its like reading a dictionary!

 

I may be dreaming but I seem to recall reading "somewhere" that the 3rd injection event was turned off after the engine started running above 1400 rpm.

I am trying to remember where I read this but I remember I then tried to keep my engine running above 1400 rpm when driving at low speeds. I can't say it helped or did not help as I suffer from CRS.