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  #1  
Old 22-11-2011, 12:02 PM
jueshen jueshen is offline
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Default Nozzle Problem

Hi Guys,

new to the forum im running an aquamist hfs2 (circuit board says hfs3) on my 2007 pgti 1.8t stage 2 unitronic.

recently i notcied its using less wm mix or sometimes non

so took everythin apart and found the fault was the nozzle itdelf both nozzles 09.mm and 1mm were totally blocked allowing no water / meth thu

dissasembeled the nozzle and when i removed inner copper swirly piece i found out that somehow both of them wile in use screwed themsleves shut!

this kit was brand new and i am sure its going to screw itslef shut again and im not sure if having a filter will avoid this? (both nozzles have no filter)

what should i do?

tx
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  #2  
Old 22-11-2011, 07:44 PM
Richard L Richard L is offline
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Default Re: Nozzle Problem

The H2 and H3 shares the same cirucit board.

Did you find out what caused the blockage? The recommended procedure on the user manual suggest purging the system until all debris are flushed out of the system before clipping the nozzle in.

Th esystem come with an in-tank filter. Once purged, no need to use a secondary filter inside the jet.
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  #3  
Old 24-11-2011, 10:21 AM
jueshen jueshen is offline
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Default Re: Nozzle Problem

Hi,

Thanks for the quick response there was not much debris in the nozzle well not enough to block it.

what caused it to block was the inner piece of the nozzle (copper or brass piece thats swirly in shape and has a nipple at end with outlets on either side) by the looks of it screwed itself so tightly in that it didnt allow any wm out the nozzle.

this happend on both nozzles..

i have put 2 brand new nozzles in from my local dealer...

he says im running on full gain (5 o clock) so could be that there is so much pressure it screwed itself shut..

any ideas?
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  #4  
Old 24-11-2011, 04:46 PM
Howerton Engineering Howerton Engineering is offline
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Default Re: Nozzle Problem

It would be difficult for the jet to screw itself shut. It is designed to be screwed down to a light-snug fit. All jets come from the factory adjusted this way.

Usually the grooves cut into the side of the brass insert(spinner) get clogged with debris. Make a close inspection of the brass spinner, even one groove clogged will make a significant difference in flow.
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  #5  
Old 25-11-2011, 09:59 AM
jueshen jueshen is offline
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Default Re: Nozzle Problem

thats what i thought... i tried screwing it shut manually after i soaked it in alcohol but it didnt want to so im sure there was some debris that dissolved up in the alcohol...

but i bought new nozzles anyway i tightened the old ones back with a spanner and i stripped the rubber thread that forms a seal over the stainless ITB pipe.. so i guess i may have caused a small boost leak...

new ones are in and hand tightned so no more boost leak
car is running perfect again need to have it logged to make sure im not overspraying cause compared to the old nozzles when the old ones were not blocked...now it is spraying alot i did 2 4th and one 5th gear run this morning and it used abot 1.5 litres or so

temperature at altitude in summer : 26 - 32 degress celcius ( the initial setup and tune was done in winter and gains were set on max then)

have you done any 1.8t stage 2 setups?

car is set to run on mps and also idc i beleive..?

my settings are

threshold: 12 0 clock = 0.4 bar (on boost gauge)
gain: 5 o clock
failsafe: 1 o clock
dim: 12 o clock

thanks
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  #6  
Old 25-11-2011, 12:35 PM
Richard L Richard L is offline
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Default Re: Nozzle Problem

what car do you have?
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  #7  
Old 28-11-2011, 11:57 AM
jueshen jueshen is offline
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Default Re: Nozzle Problem

Hi,

2007 1.8T VW Polo GTI
stage 2 unitronic
samco tip
custome intake
76mm dp de-cat
63mm xhaust
cupra intercooler custom stainless boost pipes
forge 007 dv
wmi
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  #8  
Old 28-11-2011, 08:10 PM
Richard L Richard L is offline
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Default Re: Nozzle Problem

Wow, you are running quite a healty amount of water for this engine. Is this car direct injection ?
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  #9  
Old 30-11-2011, 09:30 AM
jueshen jueshen is offline
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Default Re: Nozzle Problem

Hi,

thats what i think but my local unitronic tuner says all is fine and i trust hime cause i know quite a few tuner's and this guy really knows his stuff.

with wmi off the car runs without needing to adjust map basically he said he didnt need to even advance timim much at all.

i gained 20whp and 20 nm once i installed the aquamist kit

im not too sure what u mean by direct injection..

1mm nozzle just after map sensor and 0.9mm 4 cm before throttle

car uses std injector size/ setup running on 95 octane unleaded

i logged the car myself and flow rate are in 140g's

usually 4th cylinder adds timing to a max of 6 all other cylinders on 0 but that is after a few runs

im still a little confused on how all this timing works and whether it is good to add timing on all cylinders or just the one well the ecu is adding it on its own from what i can see

on the first run when things are not really cool and i load in 3rd it adds timing on cyliner 1,2 and 4

then on second run a minute later it only adds timing on 4th cylinder
is that because maybe im spraying too much and the 4th cylinder is hot enough to add timing ? and the other 3 are too cold?

i will post logs in next msg

Last edited by jueshen; 30-11-2011 at 09:33 AM.
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  #10  
Old 30-11-2011, 09:31 AM
jueshen jueshen is offline
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Default Re: Nozzle Problem

Friday 25 November 2011 12:08:53:10074 VCDS Version: Release 10.6.4 (x64) Data version: 20110418
06A 906 012 M 1.8L R4/5VT G04 0020

Group A: '003 Group B: '118 Group C: '020
RPM Mass Flow Load Ign. Timing RPM Temperature Load Absolute Pres. Idle Stabilization Idle Stabilization Idle Stabilization Idle Stabilization
TIME TIME TIME
Marker STAMP /min g/s % ?BTDC STAMP /min ?C % mbar STAMP ?KW ?KW ?KW ?KW
0.61 1640 25.61 93.3 15.8 0.01 1560 30 0.8 900 0.3 0 0 0 6
1.51 1800 28.83 100 16.5 0.91 1680 30 95.3 1010 1.21 0 0 0 6
2.42 1960 37.31 99.6 21 1.81 1840 30 95.3 1100 2.11 0 0 0 6
3.32 2200 45.67 100 18 2.72 2040 30 95.3 1230 3.02 0 0 0 6
4.23 2480 60.72 100 15.8 3.62 2280 29 95.3 1400 3.92 2.3 2.3 0 6
5.13 2800 82.97 100 11.3 4.53 2560 27 95.3 1650 4.83 1.5 2.3 0 5.3
6.04 3200 97.92 100 9 5.43 2920 26 95.3 2000 5.74 1.5 1.5 0 5.3
6.94 3600 111.08 100 9.8 6.34 3320 24 95.3 2160 6.64 1.5 1.5 0 5.3
7.85 4000 124.58 100 17.3 7.24 3760 24 95.3 2120 7.54 1.5 1.5 0 4.5
8.76 4400 131.19 100 12.8 8.15 4160 23 95.3 2100 8.45 0.8 1.5 0 4.5
9.66 4760 137.44 100 13.5 9.05 4520 23 95.3 1950 9.36 0.8 1.5 0 4.5
10.56 5080 139.44 100 21 9.97 4880 23 95.3 1860 10.26 0.8 0.8 0 4.5
11.47 5400 142.47 100 22.5 10.86 5200 23 95.3 1800 11.17 0 0.8 0 3.8
12.37 5160 6.83 9 6.8 11.78 5320 23 0 1700 12.07 0 0 0 0
13.28 4680 11.17 9 3.8 12.67 4960 17 0 940 12.98 0 0 0 0
14.18 4520 10.86 9 3.8 13.58 4600 15 0 900 13.88 0 0 0 0
15.09 4400 10.61 8.6 3 14.49 4480 16 0 880 14.79 0 0 0 0
15.99 4280 10.22 8.6 3 15.39 4360 17 0 880 15.69 0 0 0 0
Friday 25 November 2011 12:09:43:10074 VCDS Version: Release 10.6.4 (x64) Data version: 20110418
06A 906 012 M 1.8L R4/5VT G04 0020

Group A: '003 Group B: '118 Group C: '020
RPM Mass Flow Load Ign. Timing RPM Temperature Load Absolute Pres. Idle Stabilization Idle Stabilization Idle Stabilization Idle Stabilization
TIME TIME TIME
Marker STAMP /min g/s % ?BTDC STAMP /min ?C % mbar STAMP ?KW ?KW ?KW ?KW
0.01 1880 5.22 4.7 -3 0.3 1840 27 0 850 0.59 0 0 0 0
0.91 1800 4.92 4.3 -3.8 1.21 1760 27 0 850 1.51 0 0 0 0
1.81 1760 10.44 12.9 13.5 2.11 1760 27 95.3 860 2.42 0 0 0 5.3
2.72 1880 30.53 100 14.3 3.02 1960 28 95.3 1060 3.32 0 0 0 5.3
3.62 2080 41.53 100 16.5 3.92 2160 28 95.3 1270 4.23 0 0 0 4.5
4.53 2360 52.86 100 14.3 4.83 2480 27 95.3 1500 5.13 0 0 0 3
5.43 2680 74.17 100 15 5.73 2800 25 95.3 1860 6.04 0 0 0 1.5
6.34 3080 96.89 100 7.5 6.64 3240 24 95.3 2130 6.94 0 0 0 0.8
7.24 3560 110.61 100 10.5 7.54 3680 24 95.3 2120 7.85 0 0 0 0.8
8.15 3960 121.78 100 11.3 8.45 4120 23 95.3 2070 8.75 0 0 0 0
9.05 4400 131.83 100 11.3 9.36 4520 23 95.3 1940 9.66 0 0 0 0
9.96 4760 136.81 100 19.5 10.27 4880 23 95.3 1820 10.56 0 0 0 0
10.87 5120 140.44 100 21 11.17 5240 22 95.3 1750 11.47 0 0 0 0
11.77 5440 143.47 100 22.5 12.08 5560 23 95.3 1730 12.37 0 0 0 0
12.68 5720 143.56 100 25.5 12.98 5800 22 95.3 1690 13.29 0 0 0 0
13.59 6000 143.58 100 29.3 13.88 6080 22 95.3 1630 14.18 0 0 0 0
14.5 6240 145 100 30.8 14.79 6320 22 95.3 1620 15.1 0 0 0 0
15.4 6440 144.75 100 30 15.7 6560 22 95.3 1620 16 0 0 0 0
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