[jonbill]

Really?
Chamber pressure is going to be about atmospheric with the exhaust valve open and there won't be much fuel there anyway. What bad can happen?
Out of interest, what kind of cam duration and engine rpm to have the inlet open at 80 btdc, and why would you use antilag tuning on a supercharged engine?

[Lackoffuel]

Really?
Chamber pressure is going to be about atmospheric with the exhaust valve open and there won't be much fuel there anyway. What bad can happen?
Out of interest, what kind of cam duration and engine rpm to have the inlet open at 80 btdc, and why would you use antilag tuning on a supercharged engine?

Have never expired it or even used wasted spark myself, so it's possible that my information is incorrect. Maybe just another myth people keep passing along.
Easiest is to just test it I guess.

Was a indy v8 with intake that did open 87 BFTD if I remember right. Not sure but I think it was 340 degrees total duration on intake.
Duration around 300 degrees are not that uncommon imo and you will have to use them to open the valve sometime sooner or later.

Some like to use antilag on turbo driven superchargers, not that I have any real knowledge or interest about anti lag systems either, just to clarify.

[pazi88]

Well, yes in very extreme engines the wild +300 degree cam durations etc. can cause problem with wasted spark. Was it boosted or not. But generally the kind of engines normal people tend to build for their cars, aren't that extreme and are perfectly fine running wasted spark. We have done +800hp boosted BMW m5x engines with Speeduino and wasted spark, and it works just fine.

There is of course some cases that the wasted spark can be a problem. For example very high revving engines can have problems where the coil dwell times get too short because of the wasted spark. And then as you said, anti-lag systems might not work properly with wasted spark. But usually the wasted spark works just fine in "normal" engine builds.

Sequential fuel is MUCH more needed feature than sequential ignition. You don't even need to have that big injectors to have problems with too low injection pulse width at idle in batch fire injection with 2-squirts. And the solution for that is to run sequential fuel.

[PSIG]

... or a rising-rate fuel pressure regulator (MAP or electronic). I have solved paired fueling (and other issues) well with huge injectors simply reducing the fuel pressure at lower loads for longer control pulse widths. This wasn't my idea, and pioneered in the 1960s, developed since.

There is rarely only one solution option, and there are more options than just these. Try sequential it if you have it, but there are always compromises to every choice, and why full-sequential is not always stuck at the top of my must-have list — depending on the application and goals. A best solution to each.

This isn't a challenge to common views, but to encourage consideration of other options that may be even more suitable for the goals or issues. The more options you can consider for your tool box, the more you can improve, better. Consider as many options as possible and make your choices - do your thing!