I will Richard :)

The weather is "hotish" but I tend to go do my testing in early morning and keep things relative most times so I can compare information in a valid way. last time was 10.6 deg C so will aim for that again. Through the day when I have been doing the durability runs its been 25 to 30 deg C in general.

Can't wait for winter, I should move to the UK, got any jobs for me Richard??? :wink:

I think you can do a back to back test (testing the difference with system "on" and "off") under any temperature as long as it is within a few minutes of each other. If you were to compare with some previous tests at 10.6 Deg.C, then it is necesary to do it in the morning. It is also interesting to do find out the difference between morning and high noon, with system on and off. Total four results, two baseline without WAI.

I wouldn't come to England, there are no road here to test your car on. The weather is miserable too. Last three summers, we did not get many hot days to switch on our aquamist shower unit at race tracks. Winter is getting colder too. So much for the promised global warming predicted by the top 2500 scientists.

http://www.aquamist.co.uk/forum/mist1.JPG

RR,

Your build and setup is awesome beyond words. Great ideas, effort, craftsmanship and functionality all rolled into one. Love it! Anxious to continue reading about your results!

I ordered my car trailer today, it will be here in about 4 weeks or so then I can get into some more serious testing (and sleep easy). I'll post back when I'm closer to that point.

Are there any threads where you give a more detailed explanation as to exactly how the setup works and how all the parts function together? I was interested in pre-turbo injection and Richard directed me to this thread and to the other 27 page discussion on this board. Thanks!

Found this quote from a pilot in regards to water methanol injection on planes he used to fly:

"Hi Gents,

May I make a contribution regarding the merits of water methanol injection in piston engines.

My back ground is in aviation, both as an engineer and pilot. Many years ago, I spent a lot of time on Lockheed Neptune aircraft. This aircraft was equipped with both piston and jet engines.

The piston engines were Curtis Wright R3350 Turbo Compound 18 cylinder radial engines. The number 3350 referred to their displacement in cubic inches. The rated horespower at take-off was 3700 at 2900 RPM.

Two types of take-off power could be used. The first was a 'dry' take-off, using no water methanol and 61.5" MAP (Manifold Absolute Pressure). The horsepower produced was 3400.

The second type was the 'wet' take-off, using water methanol, and 59" MAP. The horse power produced was 3700.

The reason for the 300 HP increase was due to the cooling effect of the water methanol on the combustion temperature within the cylinder. This allowed the air/fuel ratio to be leaned slightly from a rich 11:1, to a best power ratio of 12:1.

In ordinary circumstances, the best power ratio of 12:1 could not be used in a 'dry' take-off configuration, because the engine would have suffered from detonation. Thus, the primary benefit form the water methanol was the avoidance of high combustion temperatures at high MAP leading to detonation. The methanol also lowered the freezing point of the water, preventing icing within the water tank at the higher altitudes.

The fuel being used was AVGAS 115/145. If a meaningful increase in power (auto engines) is required using water injection, then it will come from an adjustment (auto-lean system) to the fuel mixture at high power, whilst the water is flowing into the cylinders. Some trial and error would be involved, I would imagine. In any case, an air fuel ratio leaner than 12:1 (with water injection) would not be adviseable).

Incidentally, as a member of a group which still flies two Neptunes and a Lockheed Super Constellation, both of which are equipped with R3350 engines, we have had to resort to slightly lower maximum power values. This is because AVGAS 115/145 is no longer availble, as we can only obtain AVGAS 100/130 or AVGAS 100. Nevertheless, the performance / power is still impressive.

Cheers,

Kim."

Cool read. I am somewhat familiar with the principals of WI and I run a post turbo setup on my WRX. I was really interested in the particulars of how your custom setup works. I know you are doing some different things but when I studied the pictures there were a few parts I saw which I didn't even know the names of. Interested in what the parts are and how they are setup and tuned to function as a system.

Again, beautiful work. It's work of art.

If anyone wants to know my WI system related stuff out of respect for Richard and this great site please send me an E-mail about it as I feel its not the right thing to talk about here for various reasons, this thread is more about my own car and testing of the WI rather than my own set up etc if you know what I am getting at here. What I do can be achieved with his much better units too, mine is but a self made very antiquated by comparison solution towards getting the undisputed benefits of water injection :)

My e-mail is peter@riceracing.com.au

Do post the principle of operation, it is a good technical information for those who wants to know how it is done without a pump. It is very clever.

email sent...or, as Richard suggests, perhaps an overview here would be ok? I'm sure others are curious as well.