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

Sorry for thre late reply, 'been out of the office and internet on the last two days.

Mixing 50:50 by volume is close enough for your tuning. Boost juice should have a consistent M49/W51 ratio. It will all depend on how well the company that produces it. You can always measuring it with simple bulb hyrodmeter.
Water's SG=1, methanol SG=0.7

Got any results?

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

As it turns out Richard, I am probably more like 680 Crankshaft. The dyno used doesnt use 15%, it wa a dyno pak which actually removes the rims/tires and is connected at the axles. So, the driveline loss isnt so significant.

To answer your question, the motor is a 6.2 ltr S/C'd motor. It comes with approx. 9.0 psi boost from the factory. I have reduced the upper pulley size, and added a CAI. I now have 12psi boost as measured on the dyno. I did add a set of Injector Dynamics 850 injectors to match up with the HFS-4 system.

I have also discovered in the past few days, that my car WANTS to be adjusted fully for boost and not IDC. Fully clockwise otherwise I have been getting a fault code.

Next mods are to be long tube headers with 200 cell CATS and increasing the size of the lower pulley. Thes 2 mods should net me 675-700 RWHP (750-770)

The beauty of the General Motors LSA motor is that all of these mods will be done without having to go internal into the longblock for mods. The OEM Longblock will be able to handle these mods and maintain reliability (within the confines of a modified motor :)

Thanks Dust!! Thats me. Jeff Howerton has my beloved Biest on his website as an example of his prisitine work in combination with the HFS-6 system.

The motor in the CTS-V is a 6.2 liter all aluminum S/C'd motor from the factory. It is basically the same motor as the LS9 ZR-1 Covette motor. This is the simplest explanation from the Internet:

"The powerplant in the 2009 CTS-V is a supercharged OHV 6.2 L LSA V-8, based on the LS9 V-8 from the recently released Chevrolet Corvette C6 ZR1. It produces 556 hp (415 kW) and 551 lb?ft (747 N?m) of torque.[5][6] The choice to use an Overhead valve (OHV) arrangement (also known as a pushrod engine) is unique in the luxury performance sedan market where competitors typically use dual overhead camshaft (DOHC) engines. The engine is produced in GM's Silao, Mexico engine assembly plant. The LSA engine has a bore and stroke of 4.06?3.62 inches (103.25?92.0 mm).[5] The engine block is cast aluminum 319-T5 alloy with cast-iron cylinder liners. The crankshaft is forged steel using powdered-metal connecting rods. Pistons are high-silicon Hypereutectic Aluminum alloy replacing the forged aluminum used in the LS9 engine. The compression ratio is 9.1:1. The cylinder heads are based on the Corvette's LS3 head and are cast from type 356-T6 Aluminum alloy. The exhaust manifolds are cast iron. The supercharger is a twin three-lobe Roots-type unit displacing 1.9 L. It is Eaton's Twin Vortices Series (TVS) generating a maximum boost of 9.0 psi (62.1 kPa). Intake air is cooled with a water-to-air intercooler built directly into the supercharger unit". (Wikipedia)

Hope that explains it :cool:

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

Is the P/I-R fully clockwise or CCW? Full clockwise will be 100% IDC IIRC, I just want to make sure for future reference.

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

no worries, confirmed with a few folks and got it sorted out. figured as long as i'm consistent with whatever i do, i should be good. but i ended up getting VP M1 and mixed 50/50 per volume with distilled.

unfortunately, no results. we ran into boost control issues through a possible short and subsequent ECU trace burn that may need to be replaced. so for the time being we only pushed it to 18psi via wastegate pressure and this turbo lives in its high efficiency range in 26+psi so a bit dissatisfying being on pump only for the time being. in a few weeks after we sort things out, we'll push to about 28psi and run with meth and will likely be around 475awhp.

i'll keep you posted on here, sir. thanks for asking!

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

Richard,
Have an HFS-4 installed on my 2012 JCW Mini Coupe and love it. Several questions:

1) Does moving the jumper from IDC to MAP change anything when in the progressive mode?
2) Can you explain the the pro/cons of adjusting the IDC/MAP setting from 50/50?
3) Has anyone experimented on doing a pre-intercooler spray in addition to post IC on a Mini?
4) Would it be better to run a smaller nozzle and higher gain, or a larger nozzle and lower gain?

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

Answers:

1) It doesn't. Except the triggering point is shifted to boost. IDC% will be the same if the threshold trimmer in not moved.

2) At 50:50 you will get added cooling up to wastegate setting. After that point, cooling will be based on true enigne load. You need to experiment when the setting is deviated form 50:50 based on the size of turbo, fuel octane, intercooler efficiency and ambient temperature. Generally if you need more mid-range cooling, bias the trimmer towards Pressure.

3) I don't know the answer to that.

4) Always run a large nozzle, you get a better adjustment range.

It would be nice if you can post some exprimental results here.

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

finally worked out all the bugs on the dyno and got tuned again (third time in two months) and here are the results. this is on an 08 wrx with a borgwarner EFR 70/64 IWG twin scroll turbo and full-race twin scroll kit.

pump @ 20psi peak.
pump + meth (50/50) @ 29psi peak.

http://i687.photobucket.com/albums/v...y/baafb535.jpg

you gotta love this stuff, i mean just incredible results!

also, i have to tip my hat to jeff of howerton engineering. this guy saved me hundreds of dollars, tons of time of mine and my shop, and just always came through in a clutch moment. i think i or one of the shop techs called him four or five times over the last week during tuning. jeff picked up the phone, not some receptionist or CSR, every single time and never had to wait for a call back. in the heat of the moment with a new system and tens of other cars waiting to be tuned, having the RIGHT answer from the RIGHT person in the RIGHT moment, made a HUGE difference and was such a relief. if you're reading this you were a blessing, jeff, seriously thank you!

one of the unfortunate events i had was that my FAV had failed. we installed and purged the system appropriately and everything worked fine but when it came two weeks later to tune, the FAV went kaput and no longer worked. called jeff, did some troubleshooting and tried to energize it manually and no dice. jeff had a new one from a different batch overnighted and all was well! our tuner flies in only once a month for a weekend to tune a bunch of subarus so it was imperative to get it done and jeff made that happen for my car.

just another reason to go with well-supported product!

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

Jeff is a great guy, customer support is often over 120%.

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

Hi,

does this system work with VW's direct injected petrol engines ? Im interested specifically for the 1.4 TSI single turbo engine, the one which has a water cooler. Any help apreciated. Thanks

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

The HFS-4 will work with any DI engines.