I don't know the micron size. I think someone said at one time 5 microns, but I could be wrong. I know atomization is definitely very good. If you increase the liquid pressure without increasing the air pressure atomization would decrease. As there would be more water and less air. Now if you were to increase water pressure and use a smaller orifice or smaller nozzle, yes you could increase atomization even further.

AEM has not replied yet regarding the gauge

 

thanks for the update

 

I think they are full of **** though. I looked into air atomizing nozzles like the types used by RR and Wannaspeed. They get 80% of droplets in the 5-20 micron range. I think I am going to go with the Wannaspeed setup. Seeing if I can crack 500whp on stock turbos 335is. I am at 430whp right now running a blend of E85 an fmic and nothing else.

 

The AEM water/meth failsafe will work with the Wannaspeed kit. It measures flow, not pressure, otherwise it wouldn't be able to know when its overflowing when a line pops off etc. I don't see any reason why it wouldn't work with the wannaspeed kit. I'm actually going to be using this setup in the spring on a customers car with a bigger nozzle since we want to go high boost (25-30 psi). This is the kit + failsafe combo is what I've been recommending customers to get that don't have billet compressors.

thewird

 

Care to elaborate ?

(I have a billet and you now have me worried )

 

I've seen a few billet compressors start pitting, especially on the outside, with pre-turbo injection. Aluminum is a softer metal so maturely its weaker to impact. No one has ever had a definite answer as if better atomization would help with this. Until someone proves that their kit is superior and doesn't have negative affects to billet compressor wheels, I can't recommend pre-turbo for billets. You can of course try Wannaspeed's kit and let us know how it goes

thewird

 

Id rather not be the guinea pig

 

i do like the basic concept behind the AEM FailSafe kit although i have no direct experience w it.

a number of years ago when i was addressing engine protection systems i was speaking w John at J & S Safeguard (active knock sensor modules) and he said something i still remember...

if you run into trouble on a rotary you need a save

ON THE NEXT ROTORFACE

my point is that if you do decide to run the AEM product, or any other active adjustment module don't expect you will be in the clear if you set it up to your wastegate. by the time it opens you are probably going to be calling your engine builder.

something electric (speed of light) needs to happen.

timing.

it does look like a properly thought out product. i really like looking at the whole delivery curve rather than just the peak flow.

howard

 

copy/paste war lol...

I think I'm going to have to disagree with that. If your counting on a knock sensor to be triggered and then react from it, that may be the case because knock in a rotary means bad things are happening NOW. But an AI failsafe is triggered before detonation starts to happen so in my opinion there is plenty of time for the boost to shut down before serious detonation starts to occur.

Besides anyone using a stock seal in a situation where things would be that on the edge for it to matter deserves whats coming to them. There is a reason we use these aftermarket seals, its not just to look pretty, they're another form of a failsafe. And its not like the stock seals are made of glass either lol.

thewird

 

Could this kit be used effectively with an aftermarket intake and stock twins?
1 nozzle for each filter perhaps?

Can you use the stock washer fluid reservoir as your source? Or does pressurization make that impossible?

Thanks

 

Double post

 

It can be used with dual nozzles. this is ideal, but one nozzle can also be used for the knock reduction. The washer fluid would not work, the pressure would cause it to rupture.