budzz90
New member
J’ai trouvé un article extremement intéressant dans la revue D-Sport parlant des bienfaits des kits water-methanol particulierement pour les moteurs turbocompressés, mais aussi ceux avec un taux de compression extremement élevés. Etant donné le faible cout de ces systemes, et étant donné la quantité de bienfait que ca offre, j’ai cru intéressant de vous en faire part.. l’article est en anglais.. alors je n’ai que transcrit, étant donné que ca me tentais pas de prendre des heures a traduire.. anyway.. c’est pas compliqué a comprendre.. aussi par la suite, il y a un test d’un des systemes sur une subaru legacy turbo, et laissez moi vous dire qu’apres avoir vu ca, je crois que la plupart des propriétaires de chars turbos vont commencer a s’intéresser au processus.. et peu etre meme considérer l’installation sur leur propre moteur.alors voici la transcription intégrale de l,article.. désolé s’il y a des fautes.. j’essais d’écrire vite et je ne « m’autocorrige » pas tout le temps..jsuis pas une secrétaire apres tout
Ahhh.. comme dans l’article on mentionne a peu pres 50 fois le terme «water-methanol injection » je vais simplifier en écrivant seulement « W-M »
Update, Quick test Legacy EJ257 post #26 a la page 2
Add 60 horsepower or more to your vehicle with a water-methanol injection kit. “You’ve seen the ads and you’ve probably heard the hype from internet forums and friends. The claims and stories of the performance benefits of water-methanol injection seem to be one of the hottest topics in the import performance community. You may have also heard that water or methanol injection doesn’t work. DSport is here to provide you with the facts about water-methanol injections systems. By understanding the history, function, and technology of w/m injection systems, you will be able to decide if these systems are right for you.
Snow performance water/methanol injection system
HISTORY OF WATER INJECTION
Water injection first made a splash when it was used to keep combustion chamber temperatures cool in forced induction applications. In the early days of forced induction, engine still relied on mechanical ignition advance curves for timing control and carburetors for fuel delivery. The inability of these control systems to be tailored for proper air-fuel ratios and ignition timing prompted tuners to look elsewhere for solutions.
The boost pressure created by turbochargers or superchargers increases the temperature of the air being fed into the intake. These higher intake air temperature, along with a greater mass of air and fuel being forced into the engine, cause the engine to be more likely to detonate. Of course, higher octane fuel was one possible solution but the cost and limited availability urged tuners to find another route to keep in cylinder temperatures cooler.
The search for a new solution led to the development of the first W-M injection systems. The crude and simple systems were designed to inject water into the intake charge. This water would draw energy from the intake charge as the water was turned from liquid to vapour. This would result in a reduction in the charge air temperature. This reduction in the charge air temperature would help to control the onset of detonation. Unfortunately, these early first generation systems didn’t supply the water injection progressively. Instead it was just delivering a fixed amount of water when the boost threshold level was reached. As for allowing engines to be able to generate more power and avoid detonation, the 1rst generation systems weren’t very successful. Power gains were rare and while knock somewhat thwarted, other reliability issues surfaced. Early sceptics of water injection attributed accelerated piston/ring wear and cylinder-wall wear to water’s contamination in the top of the cylinder.
Many of today’s non believers based their opposition to water or methanol injection systems from their experience with extremely crude kits in the past. Some argued that an excessive amount of water was being injected into the airflow path. In addition the spray was not properly vaporized and was released during incorrects levels of engine loads. Once electronic fuel injection hit the scene, the first generation w-m injections faded into a sunset. The EFI systems allowed the proper and precise delivery of fuel and the proper amount of ignition timing for the multiple load and engine speeds encountered with a forced induction engine.
Over the past two or three years, the newest generations of w-m injection have been gaining popularity. These systems changed the mixture that was being injected improved upon the delivery strategy and now present viable considerations for performance enthusiasts.
Installing a modern w-m injection system and tuning the system by increasing the boost pressure or adding more ignition timing has proven to work on many applications.
Aquamist water flow/ water level gauge
SCIENCE OF WATER INJECTION
The function of w-m injection is to cool the charge air and in cylinder temperature. To do so, a w-m mixture is injected into the air intake path. In the case of forced induction applications, the w-m nozzle should be mounted after the turbine outlet and before or after the intercooler. In these setups if turbine outlet temps are approximately 160 degrees F, charge air temps can be reduced to 90 degrees F. This reduction in charge air temperature is enough for an approximate 6% power gain. As charge air travels through the intercooler, and eventually into the combustion chamber, the real benefits of w-m injection are realized. In the combustion chamber, water changes from liquid to gas (steam) ; this process consumes significant amount of heat energy. By doing so, piston pressure is increased while the rate of pressure rise is slowed down. The duration of combustion is extended, creating a longer and slower burning air-fuel mixture, the same effect realized with High octane fuel.
Nozzles
OVERVIEWS OF SYSTEMS
Most w-m injection systems are comprised from a few simple components. High volume pumps are used to push the w-m solution from either trunk or engine bay-mounted reservoirs tanks. In a typical 300-500 hp vehicule, a two quart reservoir can provide enough fluid for a dozen full-throttle passes down the quarter-mile. For enthusiasts looking to store more octane boosting fluid onboard, larger reservoirs can be incorporated into the system. From the reservoir, an electronic controller regulates the rate of solution injected from the nozzle.
There is different methods of injecting w-m solution into your air intake tract. The most common method of triggering injection, is with a boost dependent switch. In these systems a boost pressure receive it signal from a vacuum source that measures manifold absolute pressure. When the target boost pressure is reached, the switch will activate the pump and injection of a fixed amount of fluid will begin. These systems can also be activated by a full-throttle switch as well.
Progressive systems can also be had where manifold absolute pressure is used to determinate the timing and the rate of w-m injection. Proportionally injecting the fluid will deliver the most accurate release of the w-m mixture, resulting in temperature drops in the combustion chambers with enhanced performance throughout the powerband. Progressive systems can also receive their signal from vehicules mass air flow sensors by using a variable controller unit. This type of injection should yield the highest increased in power and improvements in drivability.
DevilsOwn progressive controler
WORD OF WARNING
When drawing on the performance benefits of water or methanol injection systems, it is imperative to ensure a supply of the w-m solution. Filling the reservoir with proper is straightforward as can be. The general rule of thumb is a mixture made up of 50% distilled water with 50% methanol. A small amount of top-engine lubricant can also be added. The fuel energy presented by the methanol combined with the cooling properties of water has proven to be the most efficient mixture. In any case whenever your vehicule is tuned to high boost levels with w-m injection, always ensure the reservoir is topped off with enough solution. Empty reservoirs can lead to severe engine damage on some application.
DevilsOwn 150 PSI pump
FINAL JUDGMENT
When used properly, w-m injection systems can provide the same benefits as increasing octane rating of your vehicle’s fuel. Considering that the cost fuel continues to climb, filling your tank with hi octane race fuel is becoming less affordable for today’s enthusiasts. A full tank of 100 octane fuel from the pump can cost 6$ or more per gallon, whereas 91 octane gas is on the 3.50$ range. With water injection systems currently list for approximately 500$ or less, it is easy to see how w-m injection system can coup the initial cost.
Ahhh.. comme dans l’article on mentionne a peu pres 50 fois le terme «water-methanol injection » je vais simplifier en écrivant seulement « W-M »
Update, Quick test Legacy EJ257 post #26 a la page 2
Add 60 horsepower or more to your vehicle with a water-methanol injection kit. “You’ve seen the ads and you’ve probably heard the hype from internet forums and friends. The claims and stories of the performance benefits of water-methanol injection seem to be one of the hottest topics in the import performance community. You may have also heard that water or methanol injection doesn’t work. DSport is here to provide you with the facts about water-methanol injections systems. By understanding the history, function, and technology of w/m injection systems, you will be able to decide if these systems are right for you.
Snow performance water/methanol injection system
HISTORY OF WATER INJECTION
Water injection first made a splash when it was used to keep combustion chamber temperatures cool in forced induction applications. In the early days of forced induction, engine still relied on mechanical ignition advance curves for timing control and carburetors for fuel delivery. The inability of these control systems to be tailored for proper air-fuel ratios and ignition timing prompted tuners to look elsewhere for solutions.
The boost pressure created by turbochargers or superchargers increases the temperature of the air being fed into the intake. These higher intake air temperature, along with a greater mass of air and fuel being forced into the engine, cause the engine to be more likely to detonate. Of course, higher octane fuel was one possible solution but the cost and limited availability urged tuners to find another route to keep in cylinder temperatures cooler.
The search for a new solution led to the development of the first W-M injection systems. The crude and simple systems were designed to inject water into the intake charge. This water would draw energy from the intake charge as the water was turned from liquid to vapour. This would result in a reduction in the charge air temperature. This reduction in the charge air temperature would help to control the onset of detonation. Unfortunately, these early first generation systems didn’t supply the water injection progressively. Instead it was just delivering a fixed amount of water when the boost threshold level was reached. As for allowing engines to be able to generate more power and avoid detonation, the 1rst generation systems weren’t very successful. Power gains were rare and while knock somewhat thwarted, other reliability issues surfaced. Early sceptics of water injection attributed accelerated piston/ring wear and cylinder-wall wear to water’s contamination in the top of the cylinder.
Many of today’s non believers based their opposition to water or methanol injection systems from their experience with extremely crude kits in the past. Some argued that an excessive amount of water was being injected into the airflow path. In addition the spray was not properly vaporized and was released during incorrects levels of engine loads. Once electronic fuel injection hit the scene, the first generation w-m injections faded into a sunset. The EFI systems allowed the proper and precise delivery of fuel and the proper amount of ignition timing for the multiple load and engine speeds encountered with a forced induction engine.
Over the past two or three years, the newest generations of w-m injection have been gaining popularity. These systems changed the mixture that was being injected improved upon the delivery strategy and now present viable considerations for performance enthusiasts.
Installing a modern w-m injection system and tuning the system by increasing the boost pressure or adding more ignition timing has proven to work on many applications.
Aquamist water flow/ water level gauge
SCIENCE OF WATER INJECTION
The function of w-m injection is to cool the charge air and in cylinder temperature. To do so, a w-m mixture is injected into the air intake path. In the case of forced induction applications, the w-m nozzle should be mounted after the turbine outlet and before or after the intercooler. In these setups if turbine outlet temps are approximately 160 degrees F, charge air temps can be reduced to 90 degrees F. This reduction in charge air temperature is enough for an approximate 6% power gain. As charge air travels through the intercooler, and eventually into the combustion chamber, the real benefits of w-m injection are realized. In the combustion chamber, water changes from liquid to gas (steam) ; this process consumes significant amount of heat energy. By doing so, piston pressure is increased while the rate of pressure rise is slowed down. The duration of combustion is extended, creating a longer and slower burning air-fuel mixture, the same effect realized with High octane fuel.
Nozzles
OVERVIEWS OF SYSTEMS
Most w-m injection systems are comprised from a few simple components. High volume pumps are used to push the w-m solution from either trunk or engine bay-mounted reservoirs tanks. In a typical 300-500 hp vehicule, a two quart reservoir can provide enough fluid for a dozen full-throttle passes down the quarter-mile. For enthusiasts looking to store more octane boosting fluid onboard, larger reservoirs can be incorporated into the system. From the reservoir, an electronic controller regulates the rate of solution injected from the nozzle.
There is different methods of injecting w-m solution into your air intake tract. The most common method of triggering injection, is with a boost dependent switch. In these systems a boost pressure receive it signal from a vacuum source that measures manifold absolute pressure. When the target boost pressure is reached, the switch will activate the pump and injection of a fixed amount of fluid will begin. These systems can also be activated by a full-throttle switch as well.
Progressive systems can also be had where manifold absolute pressure is used to determinate the timing and the rate of w-m injection. Proportionally injecting the fluid will deliver the most accurate release of the w-m mixture, resulting in temperature drops in the combustion chambers with enhanced performance throughout the powerband. Progressive systems can also receive their signal from vehicules mass air flow sensors by using a variable controller unit. This type of injection should yield the highest increased in power and improvements in drivability.
DevilsOwn progressive controler
WORD OF WARNING
When drawing on the performance benefits of water or methanol injection systems, it is imperative to ensure a supply of the w-m solution. Filling the reservoir with proper is straightforward as can be. The general rule of thumb is a mixture made up of 50% distilled water with 50% methanol. A small amount of top-engine lubricant can also be added. The fuel energy presented by the methanol combined with the cooling properties of water has proven to be the most efficient mixture. In any case whenever your vehicule is tuned to high boost levels with w-m injection, always ensure the reservoir is topped off with enough solution. Empty reservoirs can lead to severe engine damage on some application.
DevilsOwn 150 PSI pump
FINAL JUDGMENT
When used properly, w-m injection systems can provide the same benefits as increasing octane rating of your vehicle’s fuel. Considering that the cost fuel continues to climb, filling your tank with hi octane race fuel is becoming less affordable for today’s enthusiasts. A full tank of 100 octane fuel from the pump can cost 6$ or more per gallon, whereas 91 octane gas is on the 3.50$ range. With water injection systems currently list for approximately 500$ or less, it is easy to see how w-m injection system can coup the initial cost.
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