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

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More to come...

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subscribing for group buy.

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GB details will be up this weekend.

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Looking forward to it

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We will probably need 20+ people for the GB to materialise. Hopefully it will happen.

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Compatible with DI on Mazdaspeed 6 / 3?

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is this basically for newer cars and would this have no major improvements over the hfs3 on an 92 rx7

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I know the MAZADASPEED ECU quite well. It is weird how it switches, firing alternative injector banks between + and -. On the MZS6, you can tap the injector signal before the driver, the injector signal is individually driven.

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There several improvements on the H4 over the H3. One in particular is the ability to balance the meth flow rate between boost and IDC. This allows you to add more meth in the mid-range.

Think of the H4 as the H6 (discontinued) replacement rather a newer H3.

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*patiently waiting for GB details*

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Also, is the HFS-3 compatible with Mazdaspeed 6? What are the differences between HFS-3 and HFS-4?

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The HFS-4 has an extra input for monitoring the DI's fuel rail pressure, compensate for the final water/methanol flow.

DI engines has a tendency to control and adjust rail pressure constantly depending on load conditions. Factoring in this singal will improve the accuracy of the injectant ratio to fuel flow.

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GB has started here : http://www.aquamist.co.uk/vbulletin/...ead.php?t=2161

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Does this come with instructions for a BMW N54 (2009 335i)?

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Yes, it does.

The N54 has several popular tunes. Is your 335i standard? We can supply appropriate wiring instruction to each tune.

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On the Mazdaspeed set up, it is possible to run a port injection setup to suppliment fuel for high power applicatins. The HFS-4 can run up to 1600cc/min of methanol with bigger valve.

All you need to do it get one of this:

http://www.aquamist.co.uk/NEW/DP.jpg

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Anyone wants to discuss how they can make best use of the HFS-4, please post here. There are so much more the H4 can do. Please specify makes, model and power target.

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I have the Cobb tune installed on my 2009 335i with a Helix front mount intercooler and dual intake.

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This is very straight forward.

I have spoken to Cobb, they are very happy to cut boost as a fail safe until something more refine comes up. At present they are working on a meth map, based on the HFS-3. A HFS-4 will be with them in the next few days. Depending on their work load, they will run it. I also believe one of the Cobb shop is installing and tuning a HFS-3 based 335i. The HFS-4 is backwardly compatible with the HFS-3 as far as Cobb is concerned.

We will publish a generic H4/Cobb wiring diagram before the end of the GB.

The HFS-4 is now equipped to work with Procede (any version) and BMS JB4. It has a "RAW pulse" and voltage output to represent meth flow to work with their failsafe input.

Which Cobb maps have you tried so far?

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hi richard - thank you for your tremendous customer support.

i just signed up for the GB for the HFS-4 and a dual tank enclosure.

i have a 2008 usdm subaru wrx making around 450whp on pump 93 and plan on running 50/50 to see what more i can extract from the setup.

what suggestions do you have for my installation or tips to best take advantage of my new HFS-4?

thanks, again!

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Prelim schematics in the link. We will be confirming these schematics are correct and testing the HFS-4 on a 335 this week.

http://howertonengineering.com/2012/...54-schematics/

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Do you have a FMIC? I assumed you do. Please make sure the two jets (yes two) is placed as far away from the throttle. 3-6" apart is perfect. This promotes better mix and allows more time for the droplet to perform inlet tract cooling.

The reduced droplets will give better cylinder distribution so you don't have to tune to the cylinder with least water whilst the others are over cooled.

The HFS-4 has three MAP sensor input definitions, absolute, 2 bar and three bar. It converts any two of the latter MAP sensors signal from "atmosphereic to boost" to 0-5V.

This is useful if you want to want to balance the meth flow between idc and boost (vacuum is nulled out).

50/50 is a good starting point.

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Thanks for the support! I signed up for the group buy, I plan on running the HFS-4 with direct port injection on an audi a4 fsi motor is there any new info that I will need for install verse your older systems.

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So far with my mods I have been using Stage 1 aggressive. Cobb has said that a Stage 1+ is in the works (to take into account the upgraded FMIC) but it has not been released yet.
Cobb Stage 2 and Stage 2+ require upgraded downpipes and I'm stock in that area.

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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.

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In any case, the HFS-4 is well equipped to tackle any goodies forth coming from Cobb.

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You mentioned that the hfs-4 is the new HFS-6, what does the 4 do that the 6 won't/didn't?

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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.

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Is there an HFS-4 for mazdaspeed6 and/or 3?

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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)

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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.

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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

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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).

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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

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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.


http://www.aquamist.co.uk/NEW/3x3a.gif

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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.

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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???

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

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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!!