I wonder if you need to make some changes on your igntion as well as fuel to make it more effective, with the 0.6mm.

It is interesting that a 0.4mm is more effective. I am sure the vacuum will make it flow more.

Richard

I don't have direct control over the ignition right now, apart from resetting the ECU so that the max advance 'targets' are re-established.
I've got the 0.5mm now, datalogged some runs on the accelerometer.
More boost too, 18-19psi
Haven't transfered the results yet.
I wonder if we can use the pressure formula we use for fuel injectors:

If the ERL pump operates at 10bar normally, we could say that at 1 bar the pressure across the nozzle is 9 bar.
Precompressor, the equivalent pressure would be 10.5bar perhaps.

Any ideas why the above thinking might be wrong?

After entering the results on Excel, here is a summary from the accelerometer datalogging (mainly from 40-100 runs, power estimated at 10mph intervals)

Baseline: car running stock fuelling, stock boost and no WI

Stage1: fuelling trimed to an average 12-12.5 AFR, 7psi extra boost, no WI

Stage2: as stage1, with 0.5mm nozzle injecting at 13psi boost (when both turbos are singing)

Average bhp gains from Baseline to Stage1: 10.36%

Average bhp gains from Stage1 to Stage2: 7.85%

Timewise, on that particular stretch of road (not totally straight and slightly uphill perhaps) 40-100 through the gears, same way every time:

baseline: 9.94secs
Stage1: 8.61 secs
Stage2: 7.97secs

John, those were impressive gains. It seemed that there is a limit how much water can be injection pre-turbo before the gain becomes a loss.

Testing on the sam epiece of road is pretty consist than most people would give credit for. You have spare yourself a great deal of dyno time and cost.

I am not sure if it will help if I lend you a flowmeter, all you need is a DVM to get the flowrate reading, evey little thing helps. PM me your address.

Richard

Oh, it definately works.
I saw that on the dyno as well, there is no question about that.
The devil is in the detail though, I want to know *how much* and *when* so I can optimise the setup for maximum gains with minimal water usage.
The weather helps lately, if it is wet it will not be consistent enough (and bloody dangerous on a public road!)
The dyno gives you a nice curve with AFR info as well, no wheelspin, it's very good.
The road datalogging is good for testing more roughly, to see if you're moving in the right direction.
Flow meter is one, the other is trimming WI according to the fuel injection pulse. At the moment it's not a huge problem because my WI is between 4K and 6.5K so the 'dynamic range' isn't that wide. My water/fuel ratio ranges from 10% to 15% or so (with my basic aquamist system)

I'll send you a PM when I've decided on what sort of setup I'll go for in the near future. Maybe using 2x0.3mm nozzles perhaps...

OK so I read through all 19 pages today...
I went from excited to mixed feelings...
Someone should really update the first page with the more recent results...

People were predicting 30% gains, but in reality you are seeing about 7-10%...

I think I'm going to try it on my car soon.... We'll see how it goes... I have some good ideas.... I love that little contraption you made...

Also could you please tell me what size threading on a bolt, is equivalent to an Aquamist nozzle? I think I already have a pre made tap for an Aquamist nozzle on this used upp pipe I have laying around...

people in the past have predicted the end of the world (more than once!) but I don't feel let down because it hasn't materialised yet. :D

Here is a plot when we run 50% methanol + some timing and fuel trim, the gain is more noticeable - still using the same jet sizes - Port +Pre-turbo.

We will move on to bigger jets as time permits very soon.

http://www.aquamist.co.uk/forum/gall...l+methanol.jpg

Richard, does this run SIX 0.4mm nozzles at the throttle body or is it a typo?

The skyline runs 6x 0.4mm at each port and 2x 0.3mm pre-turbo.




http://www.aquamist.co.uk/forum/gallery/gtart/50.jpg