I don't visit this form very often so have only just seen this.
There are a few of us who run this part of the code on A series engines, turbo'd ones where the desire to overcome the charge robbing associated with the siamese inlet ports is even more desirable. A couple of us assisted Jean with the code in the early days testing/developing it on real engines.
I presume by reading you mean predominantly this,
http://jbperf.com/sequential/index.html
With regards to the timing figures and the way it works, it is quite difficult at first, especially if you are used to normal injection regimes, it confused me enough in the early days and those of us involved do agree the documentation could be better but none of us has had the time to do so.
Reading through your posts, the last set of figures is the closest to where you should be starting, ie, two similar positive figures (mine are low positive values (based on mid pulse) at low RPM/load).
But two questions,
Firstly do you have widebands on both inner and outer exhaust runners ? Without the ability to see the effects of inner vs outer cylinder injection timings you are unlikely to ever get it right.
And secondly, are your injectors large enough ? They need to be able to flow enough fuel for a single cylinder at 20% (say an absolute maximum of 25%) duty cycle. Although each one flows twice in an engine cycle, they have to do the two pulses in quick succession in half an engine cycle.
(Unless you run the "hybrid" mode (bottom part of the menu) but that is even less documented than the normal siamese mode).
Reset your thinking of the engine cycle from 1,3,4,2 to the same order but listed 3,4,2,1,3,4,2,1,etc - inner then outer, repeat other end of engine, etc.
Then in Jean's write up (link above) the injection timing figures are relative to TDC of the actual cylinder when the inlet valve is beginning to open. Note, it's relative to the individual cylinders, not just TDC on No 1 like the normal code for an 8 port engine.
Then the figures are positive for before the inlet valve opens.
MAJOR EDIT - So, although the TunerStudio menu is in numerical order, inj timing 1 happens first on the inner cylinder 2 (or 3), not cylinder 1 (or 4) followed in quick succession by inj timing 2 on the outer cylinder (1 or 4). So it appears reversed to normal where anything timing 1 would be cylinder 1. It isn't the way you would expect. I'll attach a screenshot in a minute to show (once I can get it uploaded). END EDIT.
So the figures you choose have to achieve the near impossible of sending the first pulse down the port/runner in time for the inner valve to open (taking into account transit time which varies with RPM and how far you injector is away from the valve) but finishing before the second (outer) valve starts to open. Then, in quick succession, the second pulse has to get to the outer valve as soon as the inner is closed but not be too long or too late as if it is still travelling when the outer valve closes, it will just sit behind it and get sucked into the inner cylinder an engine cycle later because the inner opens first. The figures also need to take into account the air will be slow to accelerate for the inner cylinder but will already be moving for the outer cylinder and the fuel, being more dense accelerates at a slower speed anyway (hence charge robbing tending to make the outer cylinders run weak).
You will probably have to use timing tables (rather than just fixed values) as the transit time varies with RPM/load and wall wetting also has a significant effect, well on the A series it certainly does, especially when the head is still cold.
Hence the need for the injectors to be large and the need to monitor the effect of changes between inner and outer cylinders.
The knock-on effect of having to use large injectors to get the 20-25% duty cycle, and the two openings being in quick succession is they will be running very short pulse widths so you need to specify the dead time and battery voltage correction accurately and the dead time may not even be linear (consistent) at very short pulses widths like at idle. On the turbo'd engines we do the daughterboard modification and run staged injection which helps with the pulse widths (and we need more fuel anyway).
Hope that is of some help and good luck !
Rod.
(edited to correct mistake as noted in later post).
These 0 and 10 gives same 30 crank degrees of valve opening before squirt. That amount of degree is somewhere 3mm of valve lift. Total valve lift is 10mm. I'll think as beginnig point I'll start with begin of pulse. End of pulse takes the squirt either way too late or way too early.
Injectors are placed let's say less than 10cm from inlet valves. I think that they can not be placed any closer than that without having troubles to spread fuel evenly to both valves. Spray pattern is wide cone type.
