ok my plane is to use 2 NOS fogger nozzels PN# 13703anos and fuel solenoid PN 16060nos & 16080nos I also will make a tank made with 1 side for alcohol and one for water. With the 2 pumps one will feed the water to the nozzels and one will feed the alcohol. This will give me total control over the mixture and never have to wonder if i got it right. I will activate this system with the e11 ecu. what are your toughts and ideas this will be on a PP 2 rotor turbo. I will be running more alchohol then water becuse i feel it cools better. I may even just use alcohol will have to do testing.

 

You may 'feel' that alcohol cools better, but the latent heat of vapourisation says otherwise.

My question on your plan is, how do you adjust flow rate. I 'thought' that Nos foggers were fixed flow, with the solenoid being merely on or off. If you want control you really need a stainless injector run off the ECU with a map.

For my money i like the rice racing approach that uses manfold pressure to pump the fluids and then shove them in pre-turbo.

 

The guess work has been done for you already. I suggest you go with the Aquamist systems that use a boost sensor as well as a Injector pulse mapping sensor. It will add water as boost and Inj duty rises. It doesnt get any more precise. Go with what works and whats proven. There is a good thread on this. Do a search.

 

there are jets that you change just like Nitrous

 

but insted of nitrous there will be water

 

The nozzles are not designed for water. There are much better ways of doing this if you search

 

Wouldn't alcohol be harmful on certain seals over time?

 

1. You can use a needle valve in line with the injection nozzle to control flow rate.

2. You can use a proportional solenoid valve, from Clippard.com, hooked up to the MAP sensor to increase flow in proportion to boost.

3. You can use an agricultural fuel pump to pump the alcohol/water mixture.
Pump, 12Volt, 7amp, 1.5gpm@60psi. #2687
http://www.northerntool.com/webapp/w...9414&langId=-1
These pumps are designed to pump highly corrosive chemicals so no internal corrosion problems here.

4. You can switch on at desired boost with Hobbs switch, or you can get fancy and use digital pressure switches like Omron, SMC, SunX, or Keyence makes.
http://www.sunx-ramco.com/ForNewDownloadPage/DP4.pdf
These have 2 independent outputs so you have the flexibility to switch on whatever pleases you (extra injector, water injector, 2nd fuelpump, warning buzzer,etc).

 

1. You can use a needle valve in line with the injection nozzle to control flow rate.

2. You can use a proportional solenoid valve, from Clippard.com, hooked up to the MAP sensor to increase flow in proportion to boost.

3. You can use an agricultural fuel pump to pump the alcohol/water mixture.
Pump, 12Volt, 7amp, 1.5gpm@60psi. #2687
http://www.northerntool.com/webapp/w...9414&langId=-1
These pumps are designed to pump highly corrosive chemicals so no internal corrosion problems here.

4. You can switch on at desired boost with Hobbs switch, or you can get fancy and use digital pressure switches like Omron, SMC, SunX, or Keyence makes.
http://www.sunx-ramco.com/ForNewDownloadPage/DP4.pdf
These have 2 independent outputs so you have the flexibility to switch on whatever pleases you (extra injector, water injector, 2nd fuelpump, warning buzzer,etc).

 

N2O systems are normally under high pressure , about 1500-2000psi , how would you achieve this pressure to get the "fogging " ( atomising effect) ?.

 

I like the rice racing method too

 

so spray the water INTO the turbo via intake? i guess that helps keep the turbo cool, but does it have the same cooling effect on the intake charge as it does after the turbocharger? im sure it keeps it cool, but the turbo would heat the charge up again as it leaves. id have to test it to make sure. hmmm. . .

paul

 

It's a win-win situation.

You get a density increase pre turbo, you get the cooling effect through the compressor and piping leading into the engine and then again after it's cooled + the atomisation is perfect !

So long as you use a good atomiser before the tubo to deliver the water you will not have any wear issues so long as the water is filtered.

Aquamist recommend this location for maximum results (mainly on race cars) but I have done it this way on my road car for a LONG time and find it works great in my case

Every time you use this location you will find a power increase when running WI where as some times running in the conventional TB (or post intercooler) injection point position power or performance increase will be minor in any at all for the same engine setings, given the same flow rates and just looking at different injection points.

Get into it boys ! It will be the best mod you will ever do and it will enhance your reliability no end

 

rock on!!!! rice racing, youre the man!!! i dont think ive ever NOT seen you explain anything very well. when are you coming to the states so i can buy you. . . a pint? . . . or two. haha.

paul

 

I think I will try a 300cc nozzle upstream my turbo , I already use one 400cc + downstream the IC.

 

Tell me what you think about this ,................A two stage set up for WI , I already have a 0.9mm jet which flows about 450+cc/min after the intercooler which is set to be activated at around 8psi (for now) , but I find that my turbo's compressor is always very hot after a run ,I also dont have any room for a "cold air " intake set up so spraying into the intake may do me some good.
The two stage I am thinking about is as follows , a smaller 0.5mm , 250cc/min jet plumbed directly into the air filter that would be set to operare from 2-5 psi up, keeping things cool at low load and also contributing to the total cooling above this point , the other 0.9 mm jet would be set to come in at higher boost , about 12- 15 psi , this would be made possible by energizing and opening an inlive (open / close , not a PWM valve ) solenoid valve (sold by AQUAMIST) using one of the PWM outputs of the E6K to switch it on , the said valve would be placed between the HSV (high speed valve / water injestor ) and the nozzle . when below the set trigger point this isolation valve would then close and take the "big" jet out of service . All of this is to achieve a more controlled application of the WI over most of the RPM range and to also avoid just dumping in water , which could have an adverse effect on overall power oulput.
From information previously posted I can see that my engine and turbo combo would requirea fairly high volume of water , this setup would also allow me to introduce this high volume only when its needed and still benefit before the all out power runs ,........ tell me what you guys think!!.

 

^

 

Some one say something PLEASE !!.

 

Sounds good ! will help with the compressor temp

 

Here is more info.
http://www.teamfc3s.org/forum/showth...&threadid=9692