Using just the 'blue' windshield washer fluid and the smallest water/meth nozzle, at a constant 3 pounds boost on a slight uphill grade, the manifold intake air temp was 118* which was 20* above the pre s/c temp, actually it was like 125-128* just before boost and with the boost and water, the temp was going down to the 118*! At WOT 6pounds boost, the Manifold intake air temp was 140* which was 34* above the temp sensor before the s/c located a couple inches below the tb.
6 pounds boost should raise the discharge charge temp 130+* above the starting temp. Stock intake air temps thru the stock air box, even a 'CAI', or an air filter over behind the distributor area- are seeing IAT's of 150-170+*! So any form of forced induction (6pounds +130*) without any type of intercooling, I am sure, under boost, are seeing charge manifold air temps of 250+*!!
This is why the 7th injector works. It itself acts as a 'chemical/liquid' intercooling. My temps before water inj. were 150-165*, now with very small amount of water/meth the temps are 118-140*. My goal was to be somewhere between 20-40 degrees above ambient without an 'intercooler'.
1% HP gain for every 10* decrease in charge intake air temp. 100*decrease=10% more power at the same boost level.
Plus less chance for detonation. Could run lower octane fuel or tolerate a load of poor quality gas.
Plus can add in less boost timing retard for more power gain.
WIN, WIN, WIN.
Added a Methanol controller today.
It is a PWM which is adjustable for minimum boost start and maximum for 100%DC.
At lower boost- less meth is needed than at higher boost.
Even works for N/A engines.
In the latest issue of Engine Masters Magazine, They used a Snow Stage 3 MPG Max Boost Cooler. On the dyno, the engine's intake air temp was 107* dropping to 90* at the end of the pull and with the Snow MPG, the start temp was 61* and climbed to 67* at the end of the pull. This drop in IAT was worth 21HP and 16TQ.
That was a 2.95% increase in HP and 2.6% increase in TQ. No additional tuning was done. Just the cooler IAT. There was a drop of 23* at the end of the pull and 46* at the start of the pull.
This shows how a 10* decrease in IAT is worth 1% more power.
WHAT IS YOUR IAT ??
I have been adjusting the digital PWM controller.
At lower boost- less meth is needed than at higher boost.
Even works for N/A engines.
In the latest issue of Engine Masters Magazine, They used a Snow Stage 3 MPG Max Boost Cooler. On the dyno, the engine's intake air temp was 107* dropping to 90* at the end of the pull and with the Snow MPG, the start temp was 61* and climbed to 67* at the end of the pull. This drop in IAT was worth 21HP and 16TQ.
That was a 2.95% increase in HP and 2.6% increase in TQ. No additional tuning was done. Just the cooler IAT. There was a drop of 23* at the end of the pull and 46* at the start of the pull.
This shows how a 10* decrease in IAT is worth 1% more power.
WHAT IS YOUR IAT ??
I have been adjusting the digital PWM controller.
Using a 250cc/min nozzle, at 1 pound starts at 25% and scales up to 100% at 5.5 pounds.
Now it uses about 1/2 to 3/4 of the 1 gallon reservoir tank per tank of gas.
IATemps are in the 120-140* and even cooler now that the weather is cooler.
Intercooling by any form is of great benifit to Forced Induction applications. Cooler charge intake temperatures has so many advantages. Any FI system with charge intake temperatures over 200 degrees, needs to seriousoy look at intercooling the charge air temp.
'Reducing IATs' I am really meaning 'reducing charged intake air temperature and increasing the charged intake air's density- 'more air molecules/space'. I don't have an "intake air Molecule" gauge but I do have an IAT gauge and they are proportionally related.
More molecules + more fuel = more bang/more power.
Now it uses about 1/2 to 3/4 of the 1 gallon reservoir tank per tank of gas.
IATemps are in the 120-140* and even cooler now that the weather is cooler.
Intercooling by any form is of great benifit to Forced Induction applications. Cooler charge intake temperatures has so many advantages. Any FI system with charge intake temperatures over 200 degrees, needs to seriousoy look at intercooling the charge air temp.
'Reducing IATs' I am really meaning 'reducing charged intake air temperature and increasing the charged intake air's density- 'more air molecules/space'. I don't have an "intake air Molecule" gauge but I do have an IAT gauge and they are proportionally related.
More molecules + more fuel = more bang/more power.
