There is no such thing as a direct injection aircraft engine in General Aviation. All fuel injection is single point injection much like the Allied designs of WWII.
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If an engine has bayonet probes in all cylinders, it is not unusual to see variations in CHT readings on fuel injected engines of 100o F between cylinders, and as much as 150ø F on engines with float-type carburetors.
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With the latter, an important cause of the variation is
the kind of distribution of fuel and air to the individual cylinders.
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Don’t be surprised to see variations in temperature between individual cylinders where there is a probe for every cylinder. It is fairly typical to see an average 100o F variation with fuel injection, and as much as 200o F variation with a float-type carburetor. The latter (carburetor) variation tends to be greater because fuel/air distribution is not as good
as with fuel injection.
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In a direct injection engine, there is almost no variation in CHT or EGT between the cylinders.
It is that temperature variation that robs a single point fuel metering system of power.
http://www.costaricaaviation.com/fli...tions_rev1.pdf