GS-T_Newboost
15+ Year Contributor
- 248
- 2
- Sep 13, 2007
-
Savannah,
Georgia
i got a realy good deal on a snow performance kit and i was woundering if it would be a problem mount the resiovor and pump in the engine bay?
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Don't know if this has been answered yet but since meth/water injection increases the octane rating, does that mean I can run regular (87 octane) and essentially have it be premium (93+ octane)?
Don't know if this has been answered yet but since meth/water injection increases the octane rating, does that mean I can run regular (87 octane) and essentially have it be premium (93+ octane)?
Also, the injection is not operating all of the time. Most guys set theirs to activate at about half of their max boost. Like Glenn and Chance are saying you should still run the recommended octane in your car.
To me, this is 10000% of the reason why one should run their best octane readily available. Glenn already proved that water/meth injection is inconsistant for daily driving. Water and/or meth injection can raise the INSTANTANIOUS, effective octane (seen by the cobustion chamber) upwards of 110 octane. Because it slows down the burn rate of the fuel being used. But there needs to be a consistant supply of this rating. As MOST or all tunes have either HIGH part throttle timing from a piggy back system or a good amount of boost before the injection is cut on.
Having the injection cut on at a later point in the boost/rpm curve is advantagious because more power can be extracted before injection. As injection always takes SOME power away vs running straight C16 or similar (like pure methenol). But you have to cut it on earlier with a lower octane fuel.
If it's any help, the PowerFC MAP sensor would be a Denso one:Ill go out on a limb and say that most 3 bar map sensors should operate the same.
The principal being translate pressure to voltage in a linear form.
HTH
Jason
In my opinion you need either an AEM, MAFTPRO, or DSMLink to properly be able to tune the transistion and have the proper fail safes in place. Otherwise you are playing with fire.
When running pre turbo i like to run a 1gph nozzle. The micro size of the nozzles verys more wiith pressure than with the size of the nozzle. From a Do1 to a DO14 the micro size difference is 6 micros. The nozzles some of the others are using need almost twice the pressure to get the same micros.
This is what you should see.
do1 @ 100PSI 18microns
do2 @ 100PSI 19microns
do3 @ 100PSI 19microns
do4 @ 100PSI 19microns
do5 @ 100PSI 20microns
do10 @ 100PSI 23 microns
do14 @ 100PSI 24 microns
Im running a M15 before the TB and a M2 pre-turbo. Honestly im not impressed with the results. I see more of a broader boost spike than before but up top no real gains and the IATs seem to be warmer now by about 5*. I'll be switching back to a single nozzle again this week and back up the results.
Something to note, these two pulls are clips of 3rd gear drag pulls. The Single nozzle data is from my 11.75 pass at the track sitting in the staging lanes with the car running. The Dual nozzle data is from a test road i use where the car was less likely to be heat soaked. While the temp difference isnt crazy i expected to see more (and in the other direction) and an increase in boost. Both didnt happen so i will be switching back to my single M15.
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