Hey efi guys that are running coil near plug on a roots blower set up. Do you adjust individual cylinder timing (front to back) to help with the rear cylinders getting more fuel? If so how do I adjust my terminator x software to allow me to do that.

Easy to do but ...How would timing affect fuel distribution?

I dynoed a roots blown 468, had a 8/71 supercharger. Wasnt a boat engine BUT some of this info is still relevant; Had a run of mill typical blower intake, because we were putting all the fuel thru blower (no innecooler) individual cyl tuning was less responsive but still worked. The reason we put all the fuel thru top was A. it needed as much latent cooling as possible (play mud truck that gets ran near redline for 10 to 60 seconds with engine enclosed in a box ) B. had holley terminator so doing two sets of injectors was out of the question.
So, I built a injection plate that went on top of blower, centered the injectors under each TB (had twin 4150 tbs). Had coil on plug, got it all running on my dyno, had the MOST horrid fuel distribution of anything I ever built or dynoed. So then the work began. in general to start (this is approximate as it varied thru rpms and Im going by memory) #2 was like 17-1 on gas scale, #1 was 16-1, and as you went back it got richer and richer, #7, 8 were in 10's, 11's. Since he had super low quality Holley 120 lbs injectors, the first thing we did was pulled injectors back out of the rail, re-flowed them on my ASNU ,machine and used the +/- 4, 5% difference from mean average to reposition them all in a attempt to put more fuel towards front and less in back. So we put the over achievers up front and lowest flowing ones in rear. This brought our AFR delta down maybe .3 to .5 points. Next thing we did was butcher up the injection plate and rails with 8 extra holes, moving the injectors in front to very front of edge of plate,3,4 towards front, 5/6 , 7/8 etc and plug extra holes with old injectors So now the fuel was all moved as far forward front to back as possible. This got 2 down to about 14.5/15-1 under boost and actually got 7/8 leaner then center but we still had about a 4 point delta. So then we started staggering injectors thru various holes until we got the spread down to about 3.5 points. Then I went in individual fuel tables for each cylinder, even though it was dumping fuel into rotors and blending, it still has some effect. adde as much as 30% to #2, 25% TO #1 all the way front to back, re pull, try again, etc. In end 2 was still white and not close enough to mean afr average for me to feel it could be held at fill boost without possibly damagin itself so we went down a heat range in #2, maybe #1 and pulled 2 degrees out of 2 and 1 degree out of one from like 105 kpa up. We were able to get the afr between 10.9 and 12.0 or so average, this took about 60+ pulls on the dyno, Ill post pics from my phone later, Smitty

If I had it to do over again, we would have ripped the supercharger off, rolled and blended the flow path to #2 a extreme amount, some to # 1 to enhance fuel flow to those cylinders. Are you doing port injection?

so,what did it make for power?

Since it was a stock block our power goal was 800 hp. At 21% under , it made 785, at 16/17 % UNDER it made 822 hp, Id have to go back and look on computer for tq but I seem to remember was 740/750. I think we were seeing about 5 or 6 lbs of boost. was a 10-1 468/long rod/afr 325 V1 heads that were new old stock with no extra work, holley terminator /full box race oil pan/.eagle 4340 4.0 crank/jesel shaft rockers. If it had a aftermarket block we woulda cranked it to the moon but was a budget deal and was a GeV 454 block from a mid 90s truck. I think it could easily made 1000 if we werent scared of mains moving around or block deck moving/etc. Since this wasnt a marine build, there was no reversion or idle conerns in the cam specs. customer is having me build a stout short block next and if he hasnt turned it into scrap before then, gonna swap the top end over and accessories, Smitty

do you mind sharing the cam specs?

had a hyd roller
.410 intake lobe/.400 exhaust lobe w 1.7 jesel shaft rockers
113 +4
245/257 @.050
johnson short travel hi rev hydraulics or whatever they call them
I gotta look at the tq number on shop computer though though, i distinctly remember the hp numbers but think that tq number mighta been more like 680
we ran it out to 6800, was still climbing hp wise, As usual, the BSFCS like most e85 roots motors were atrocious and in the 1.0 range before the meter became a restriction and we had to bypass it, Smitty