Head totally mashed - should I run WI or WMI?

[rsrobin]

Firstly - a big thanks to Richard Lamb for all his help in getting my system up and running. The post sales customer care is excellent. He also made me aware of this very useful forum

At some point I will take some photos for an install thread.

Anyway, just briefly as its my first post, my car (bit dirty):









2003 Mk1 Ford Focus RS. She's largely used on track but is road legal. Max power/torque at 26psi is 355bhp/396ft.lb. This is pointless on track in a FWD car so I tend to use her largely at a more civil 16psi which is roughly 280-300bhp.

Anyway...

After spending hours browsing the forum I'm still unsure whether I should go WI or for a 50/50 W/M mix.

My main reason for installing the aquamist system was to help bring down EGTs which are currently scarily high. As I've inferred above, I'm not too fussed on power.

I run her on 99 RON fuel (pretty much exclusively shell v-power) She is live mapped prior to the aquamist being fitted. No knock, ignition etc spot on. The target AFR for the mk1 focus RS tends to be 11.5 - 11.8:1. A little richer that the ideal I've read here but the rationale is that these cars have no knock sensor (hence the 99 RON fuel also). However, at this ideal AFR the EGTs were too high. More fuel was thrown in for cylinder cooling - crude and my tuner isn't happy, but it was a stop gap until I sorted this - so she is currently far far too rich at 10:1 on my AFR gauge. However, EGTs still get scarily high on consistent full load - I once saw 950degC hammering up the kemmel straight at Spa-Francorchamps

Obviously, now I have another means to cool her she'll be going back for the excess fuel to be taken out and lean her out.

So...

with a little background on what I want to achieve and how the car operates, would WI or WMI injection best suit me and the car??

Many thanks

Robin

[Dust]

Water will help with the EGTs for sure. If all you want is EGT reduction, then water is what you want. If you want to drop your IATs, and add more fuel, then use some meth. Meth for the pipes, water for the CC.

[Richard L]

Robin,

Thanks for the pictures and the PCM pinout. Nicely converted racer.

I think you can run a 1mm nozzle without too much problems. As you start to lean out the fuel to 12:1, you should consider running twin jets.

What is your fuel injector size?

[rsrobin]

Hi richard

thanks for all your help.

I'm currently still on standard fuel injectors as their duty cycle is fine. As for their capacity, well the general consensus in the RS owners club is that they are 450cc. Ford aren't too forthcoming about them for some reason and, although someone flow tested various fuel pumps, no-one has done the injectors.

I'm arranging a fuelling tweak with my mappers and, if duty cycle does become stretched, then I have some RC 550cc fuel injectors sat in my garage.

As for the conversion - the engine is almost there but there's still far too much excess weight in the interior to chop out

[RICE RACING]

I'll try my best to scan one direct article I have on WI written by Jan P Norbye, where he details the Ferrari F1 car (126C from my memory) anyway on a water to petrol ratio of 6% Ferrari saw a drop of EGT of 50deg C (950 C down to 900 C). Its quite a good section on WI history and not information I have seen anywhere else either on line or in other text books, I even have on picture of the TAG 1.5lt F1 engine on an engine dyno with a pretty obvious water injection ring fitted to the the turbo air intake (4 point injection system).

Me personally from my limited testing I would recommend you go with WM50, it makes more power and cools better in my own experience.

[rsrobin]

Originally Posted by RICE RACING

I'll try my best to scan one direct article I have on WI written by Jan P Norbye, where he details the Ferrari F1 car (126C from my memory) anyway on a water to petrol ratio of 6% Ferrari saw a drop of EGT of 50deg C (950 C down to 900 C). Its quite a good section on WI history and not information I have seen anywhere else either on line or in other text books, I even have on picture of the TAG 1.5lt F1 engine on an engine dyno with a pretty obvious water injection ring fitted to the the turbo air intake (4 point injection system).

Me personally from my limited testing I would recommend you go with WM50, it makes more power and cools better in my own experience.

many thanks - I'd like to see this, if only for the F1 history

Will also be relevant for my engine - on full throttle sustained loads I get scary high EGTs. I lied above - I saw 950 C up the runway at RAF Marham, going up the kemmel straight at Spa I saw 990 C!!! needless to say I used it as a cooling straight for the rest of the day!! EGT sensor is in the main collector of my 4-branch primary designs manifold. As you can see in the pic above its ceramic coated, as is my sports cat. I've always wondered if these could be making things worse?? May be time to go back to the decat??

[RICE RACING]

Originally Posted by rsrobin

many thanks - I'd like to see this, if only for the F1 history

Will also be relevant for my engine - on full throttle sustained loads I get scary high EGTs. I lied above - I saw 950 C up the runway at RAF Marham, going up the kemmel straight at Spa I saw 990 C!!! needless to say I used it as a cooling straight for the rest of the day!! EGT sensor is in the main collector of my 4-branch primary designs manifold. As you can see in the pic above its ceramic coated, as is my sports cat. I've always wondered if these could be making things worse?? May be time to go back to the decat??

I would not panic too much about your EGT's unlike most others you are actually testing it at high speed and on track, most people never do this or quote EGT off a dyno or less load.

If you look though my thread under members rides? you will see heaps of information in relation to EGT's and also a shot of a dash on a F1 Renault (water injected) and you can see they used over 1100deg C on Inconel turbines (like we all use today). My car with CAT will see neat 1000deg C @ 140mph or so. I have also seen that if water flow is fixed at a certain rate then you amount of excess fuel has a great effect on the EGT you will see, more fuel less EGT, so you still may need to run near 50% over stoich to get figures that will make the turbo live at the track. IMHO this is why all serious turbo petrol race cars look like Diesel trucks Turbine life and power generation (reduction of knock limits) # 1 WI can only do so much, especially when you are running "modern" ignition systems on high speed IC engines....... If you want to experiment with more water, then you need a pretty special ignition system, otherwise you will loose too much power on greater WI to Fuel ratio's.

Hope I did not confuse or bore you, most of it I talk about in my own car/test rig posted on here, may be worth a read for you?

http://www.aquamist.co.uk/vbulletin/...t=1590&page=14



Peter