We have used, Accel Pro-Box, Fel-Pro gen. 1 and 2, mechanical through an Aeromotive pump belt-driven, Motec and F.A.S.T. I guess you could say we run what the result from the dyno tells us.
The truth of the matter is, squirting the fuel in the port through a 1600 rpm range requires little sophistication. Sequential, fuel timing, droplet size, fuel pressure....don't mean a thing.
The brake specific needs to be .40......how you get there does not matter.
What does matter is the location of the fuel injector and fundamentally the reversion characteristics of an inline six is so dramatic, the potential of any inline six motor will never be seen until you put the fuel into the motor in the right location.
The poor old carbeurators see more exhaust at 8,000 rpm than the header does. If you must run carbs the motor should not see anything over 7400 rpm. At 7400 all hell breaks loose in the intake port.
Going back more than 5 years ago we were experimenting with cam profiles and we were lost. On one eventful dyno pull we almost died laughing....at 7500 rpm the intake port became the exhaust port and the motor quit. Imagine 6 streams of exhaust gunning out the velocity stacks. Painful memories.
The fuel management sytem is largely for driveability { start up, warm up, to hte burnout, the burnout etc.} Getting the fuel into the combustion chamber and keeping it there throughout the rpm range is the trick.
Forget everything you ever knew thet worked on a pulse-assisted 90 degree firing V-8. Absolutely nothing applies here. The inline six is seriously handicapped by design...you just have to make it think it isn't.
1 out of 100 dyno pulls shows us what does work , the other 99 show you what doesn't. There is one characteristic of IGOR that makes life a little easier, you waste little time finding out if your idea is going to work or not. The result is usually a 50 to 150 HP drop. The envelope of happiness is narrow but it is there. I hate to think how many parts we threw on the ground getting there.
