HFS-4 Q&A, application for your engine...

[Richard L]

Both.

- MZS-3 ..... directly from the injector
- MZS-6 ......directly from the injector or between the ECU and the injector drive module.
(Dustin J helped me a great deal on this - great GUY)

[Dust]

Originally Posted by Richard L

1. The HFS-6 cannot reads BMW's piezo electric based injector
2. The HFS-6 does not have signal conditioned MAP sensor input of 2, 3 bar version.
3. The HFS-6 has only one flow table compared to H4's three. Flow ranges, 500, 1200 and 2000cc/min.

That is as much as I can remember at this time of the night/morning. Is there enough to keep you happy. I will check out for more at the office.

Do you want to be on the list, I wasn't sure so I put you on the GB list - nothing is fixed until the closing date.

I am looking at a used HFS-6 with push to connects and a red gauge, but buying a blue gauge, and compression fittings and nozzle, and that will put me at $600ish easy on the cheap side. If I am only getting a tweaked HFS-6, then it is one thing, but the list is substantial and applicable to my uses. Small engine with low flow needs now, bigger engine with tuning and higher flow needs later. It seems to fill more roles, better. For an extra $95, I'm in.

[JumpingJackson]

Sorry i meant a wiring schematic for mazdaspeed 3/6 I assume you can hook up HFS-4 to the high pressure fuel pressure sensor on the rail on this vehicle? its a 0-5v, maxes out at 2075 psi, i have the manufacturers spec sheet for it if that would be helpful

[ARM1NM]

Is pre-turbo injection recommended for turbos with a ceramic turbine wheel? I am trying to maximize the power from a CT20b on my '91 MR2 (Gen2 3S-GTE).

[Richard L]

Originally Posted by JumpingJackson

Sorry i meant a wiring schematic for mazdaspeed 3/6 I assume you can hook up HFS-4 to the high pressure fuel pressure sensor on the rail on this vehicle? its a 0-5v, maxes out at 2075 psi, i have the manufacturers spec sheet for it if that would be helpful

As long as it is 0-5V, the HFS-4 will read it.

Here is HFS-3's version of the wiring diagram (no HPFP), will have a HFS-4 version soon in the future. There will be a HFS-4 sub-forum dedicated solely for wiring to different cars. I would like a copy of the pump specs. please, send it to richard@aquamist.co.uk

Example of a comparible schematic diagram for the HFS-3 to a MZS3.
http://www.aquamist.co.uk/vbulletin/...ead.php?t=1713

[Richard L]

Originally Posted by ARM1NM

Is pre-turbo injection recommended for turbos with a ceramic turbine wheel? I am trying to maximize the power from a CT20b on my '91 MR2 (Gen2 3S-GTE).

I regret to say I do not know the answer to this. We do make custom pre-turbo jet holder so that the spray is aimed at the center of compressor wheel. This can minimise the any droplet pooling on the inner bore of the inlet flange, trickling towards the turbo and eventually hit the compressor wheel tip, causing more premature wear.

[Richard L]

Originally Posted by Dust

I am looking at a used HFS-6 with push to connects and a red gauge, but buying a blue gauge, and compression fittings and nozzle, and that will put me at $600ish easy on the cheap side. If I am only getting a tweaked HFS-6, then it is one thing, but the list is substantial and applicable to my uses. Small engine with low flow needs now, bigger engine with tuning and higher flow needs later. It seems to fill more roles, better. For an extra $95, I'm in.

It makes more economical sense to buy a complete system, each part is designed to work with each other. Few years down the line, it retains the resale value.

[MattyKHZ]

Due to the carbon issues with the R56 Mini Cooper S Turbo engine, I have been seriously considering an Aquamist system.

Would the HFS-4 be more suitable than a HFS-3 which is what people were using before. Especially as during the GB it is more affordable???

[Richard L]

The HFS-4 will be more suited for the di system used on the R56

[okswerve16]

Originally Posted by Richard L

Is there a reason why you are going for direct port?

I was more concernng about the reaction time of the meth delievery. There is delay due to having to purge the air out and to refill a network of hoses due to the syphoning effect of engine vacuum.

If the direct port is being used for suppliementing the lack in capacity of the FSI injectors for high power application, than the installation is quite straight forward. You won't need to trigger the system until mid to high load. Delivery delay is no longer of any concern if you trigger the system slightly earlier.

But if you commencement of the injection id from low to mid load, the delay will affect the smoothness of the delivery because theere isnlt much time between refilling the hoses and spraying. Under this conditions, you must add four checkvalves behind each jet to stop the vacuum from syhoning the fluid out of the hoses.

Here is a link to such as example:
(see a small checkvalve is inserted behind each jet.

http://www.aquamist.co.uk/vbulletin/...p?t=781&page=3

For long term trouble free operation, good filtering is essential.

Richard, that is exactly why I want to use direct port to supplement the injectors and their lack of flow. Since there is no flow data for the injectors I will be using (rs4) how can I calculate nozzle size? Also since I am going to use the 1-4 splitter I will only need one filter before the splitter correct of what size micron? TIA!!