#21
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Re: Nozzle spray angle...
Quote:
Good Luck! |
#22
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Re: Nozzle spray angle...
Port injection costs three extra jets, that is all.
You can get 4 jets with integrated check valves form aquamist and combine them with any feed of pressurized mix you like. To test the post supercharger jet, just get a extra jet for this and as parmas said, try it out. My system is a former Auqamist 2c. After I had pump issues, I installed a Flotec 160PSI pump and slightly modified the aquamist loom to maintain functionality, .ie. Blue LED and system off if tank is empty and to maintain the pump runs indicator. I kept the constant presure supply and the Aquamist fast acting valve controlled by the ECU. The valve does not care what jets I mount. :-) As long as the pump is up to it, it works, The pump itself runs to its preset pressure and stops. Should the railö pressure drop due to injection, it automatically starts again. It also triggers a LED in my cockpit. The faster it flickers, the more I inject. :-) With water you will lose power unless you advance the ignition timing. The more you drop power, the more water enters the cylinder in the form of mist. Regarding jets, I'd purchase a selection. For the port injection, I am on 4x 0.4mm C aquamist jets and have the feeling I could even go to 4x 0.5mm. Literally, the more I inject, the more power I can extract after a ignition adjustment. If your ECU has a adaptive fueling option, just give it your desired target AFR and let it sort the fueling with the extra alcohol injected. If you start with water, you'll find the engine will sound soft. This is a indication of the slower and delayed burn. In terms of space, you need some 3cm above the plenum for the jet, a piece of 4mm tubing and a 90 deg bend. Other manufacturers may have flatter jets or some that are mounted to a 90 deg bend. I have good experience with the Aquamist jets. You can maintain them as they are screwed together from two pieces, never had once blocked up, contain a filter fritt. Always use a pre filter. No component of any WI system likes any dirt or mineral deposits. Always use deionized water. If it's marked for drinking, it is no good as RO purified water for drinking purposes has minerals added for tast and health. Last edited by rotrex; 04-05-2016 at 11:33 PM. |
#23
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Re: Nozzle spray angle...
Thank you gentlemen There is a lot to learn and some experimentation
will be required to gain more understanding. I shall start with a single nozzle and add a second once I have the system installed and working for long enough to get the basic tuning completed. I shall also be using different pulleys so that I can start with 10psi boost, move to 15psi, and then finally to 20psi if the results indicate that 20psi can be reached with my setup. Adding port injection will be something to consider when I change to the 15psi pulley. It will be several months before the conversion from NA to supercharged is completed, but you can be sure I will report back once I have the car tuned and the WI system working. Cheers... jondee86 |
#24
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Re: Nozzle spray angle...
15 and especially 20 PSI are some serious boost numbers to push through a roots style blower without charge cooling and on petrol.
As Parmas and others did you will indeed need a large amount of ADI fluid to keeps this from having knock issues. I also suggest in this case to consider pre compressor injection as suggested ans successfully employed by Parmas. Thing will get really hot. Have you checked your compressor map regarding the expected flow and boost numbers? Are you still reasonably efficient? |
#25
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Re: Nozzle spray angle...
Ahh... good questions, and I don't have any good answers
When I began this project I was only intending to target 15psi, but the only pulley I could get at the time was a small one that was 20psi capable. I did look at A2W intercoolers, but decided to see what was possible with WI because it was easier to implement. These are the maps I was given... Isentropic Efficiency Volumetric Efficiency I don't really fully understand how to interpret them. Hopefully, being a modern twinscrew design, WI will be able to control the heat generation up to some reasonable pressure. I am not obsessed with reaching 20psi and will be quite happy if I can run thru the gears at 15psi now and then The supercharger I am using has an internal pressure ratio of 1.4 and my engine has a compression ratio of 8.9:1 if that helps ? Cheers... jondee86 |
#26
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Re: Nozzle spray angle...
What's the HP target? This SC seems good for some 300HP, so about 250g/sec of air, for a pressure ratio of 2, so a tad less than 1 bar of boost. This suits to a engine with NA power of about 150HP.
The first diagram shows the efficiency over airflow and pressure ratio. You need about 100g of air per second for 120HP. The lower the efficiency the hotter the air gets out of the SC. The second map shows what percentage of the theoretical volume of the SC is expelled per revolution. Say it pumps 1liter per revolution and vol efficiency is 89%, you only get 890ml of air out per revolution. Pressure ratio is the ratio of output pressure and input pressure, both on the absolute scale. So athmospheric, 1bar absolute, in and 2 bar absolute or 1bar of boost out is 2/1=2. There always intake losses, so your real PR is always a tad lower (10-15%) than the ideal number. Last edited by rotrex; 05-05-2016 at 05:40 PM. |
#27
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Re: Nozzle spray angle...
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I am attaching you the best and max high boost efficiency. The First line shows where the charger is meant to work best which is 7-8psi @ 90g/sec or 12lbs/min. To make it more simple : With my 1.5L engine and a GT2560 turbo, I reach 12lbs/min @ about 3000rpm. The Second line shows where the charger peak it's efficiency or in poor words begins to "overheat" the Air drasticaly compared to relatively lower pressures. The Max working pressure is 15psi @ 170g/sec or 22.5lbs/min. To make it more simple : Compared with mine I reach 22.5lbs/min @ 5500rpm If I knew your engine specs I could understand where this charger is with your engine. Specs needed: - Engine size cc - No of cylinders - No of valves To simply understand boost efficiency if you make a chart of boost vs air temperature you will understand without any compressor maps where your charger efficiency is. The chart will show elevated/abnormal air temperatures when out of efficiency. Example : Air Temp marking 30DegC at 5psi @ 3000rpm and 31DegC at 8psi @ 4000rpm. DIFF 3PSI = 1DegC increase Air Temp marking 34DegC at 8psi @ 3000rpm and 40DegC at 11psi @ 4000rpm. DIFF 3PSI = 6DegC increase A super efficient compressor would increase Air Temp equally related to boost differential at same RPM. Sadly no compressor is so super at high boost levels ... |
#28
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Re: Nozzle spray angle...
At a pressure ratio of 2 efficiency mostly stays around 70% even at well over 200g/sec. That is OK.
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#29
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Re: Nozzle spray angle...
I'll have to read that a few more times to see if I can understand !!
My engine is 1600cc 4 cylinder 16 valves twincam Toyota 4AGE 8.9:1 comp. The Sprintex displaces 0.94 litres/revolution with internal PR of 1.4 I don't have a chart for the Sprintex but here is the chart for an Opcon twinscrew displacing 1.2 l/rev and internal PR of 1.35. Being of similar design the performance should be similar ? http://i984.photobucket.com/albums/a...ps49d06897.jpg And here are typical performance curves for the Opcon Autorotor... http://i984.photobucket.com/albums/a...psp7gt9r6q.jpg To begin I will have the 10psi pulley and if it is possible to make 10psi with WI only, I will be happy with that If I need to have more I will look to add A2W using a kit like this... Cheers... jondee86 |
#30
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Re: Nozzle spray angle...
Our specs are similar my engine is 1500cc 4cyl 16valve twincam with 8.5:1 compression.
Forget the charge cooler... You definitely not needing it till 20psi |
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