I've got a few errands to run today and will be doing some playing around w/ the system. I've currently got 93 octane in and will be doing some 14-15psi stuff; nothing too, too heavy. I'm still running the stock, top-mount IC until we get the A2W intercooler core done (needs piping and water fittings welded on). My plan is to start trimming fuel out and get the alcohol injection curve setup. I am currently running one M15 nozzle in the throttle body inlet adaptor. Since I have an FC, my air intake temp sensor is in the same location so I won't be able to see on-the-fly charge temp differences, but that's changing later this afternoon or early evening when I remove the LIM and put the sensor in there. I'm curious anyways to see what the charge temp differences are given the fact that the turbine housing is parked alongside the manifold and may cause heatsoaking (even though I've got a turbine blanket and a pair of intake manifolds that are ceramic coated.)



I'll get back with you guys to let ya know how things work; hopefully have some datalogs too.



B

(cut/pasted from Turbobuick.com; this was originally addressed to their readers):



Got some 1st day tuning data. It's not much as it only amounted to about 15 minutes of adjustments on the Initial, Turn-On, and coarse Gain knob to get the 'curve' in the ballpark. I ran into two problems: One, it's beginning to rain, so the roads are starting to get wet. That nixes the going fast down the highway idea, and Two, I blew an intake hose off at the tail end of my fun. I was inching my way back up to 15psi when I heard something blow off in the intake and then boost dropped down to below 7. I decided to stop there and drive it home, but I've got some data.



First off, this is an alien engine and setup compared to what alot of you guys are doing but nonetheless is proven to work well with methanol in the very limited number of straight-line, drag applications that are out there. There's probably only really a handful of people out there in the rotary world doing it. So, with that, I initially expected to have to jump through a few hoops that you guys don't. Well, I was mistaken yet again. Razor's pre-settings were very close to where they ought to be. Also, his tuning advice was right on the money! Everything he's said has been 100% spot on.



Secondly, this system is mega overkill and I love it! I had no idea it was this powerful. Before my intake whatever it was blew off, I was around 13.5psi of boost about 5500rpm, in 4th gear doing my testing. I had turned the turn-on point down just barely (it's coming on about 4.5/5psi now), turned the initial point up some, and currently I've got the Gain knob set at 3.5. Out of my fuel map from 5psi to 15psi (for any Haltech users out there reading, bar 15 to bar 22) I marked all RPM ranges and lowered it 10%, then 5%, then an additional 11% (a total of about 25% fuel reduction/injection timing). With those controller settings, last time I checked atleast, I was sitting around 10.20:1 AFR's. I didn't get to run the RPM out so I'm not sure if it will remain at those ratios but I suspect it will because it was already tuned pretty well.



To throw something in -- I went from running ~4.700ms at low 11's:1 air/fuel ratio on straight gas to now running 3.600ms (24-25% change on the fuel map) and roughly a 10:1 air/fuel ratio w/ 75/25 gas/methanol. Nifty. https://www.nopistons.com/forums/pub...IR#>/smile.png



I've still got some tweaking to do at the turn-on point as I need to adjust the fuel map to keep it at a smooth transition (it's running lean when I kick the alky on initially; too much reduction in fuel or in the wrong place to start), but otherwise this is working beautifully. My fuel system consists of two 70lb/hr primaries, which run both in vacuum and in boost, and a pair of 160lb/hr Bosche secondaries, which are "staged" at about 3psi of boost along with the primaries. The rotary uses alot of fuel for its size; it's downside for its high power/weight ratio. If this system can sustain a rich air/fuel ratio under heavier loads, then this can potentially change our entire paradigm on the sizes of injectors we use in our cars. No longer will we need these honkin'-huge injectors that already have staging problems nor will we need monstrous fuel pumps for big power. Simply amazing.



I plan on moving my air temp sensor from the throttle body inlet, where I've currently got my injector nozzle, and move it to the intake manifold to get not only a more accuracy charge temp reading but also one that's indicative of the drop in charge temps via the methanol injection prior to it. I'm also going to fix this intake leak. Once I get that work done, I'll report back and hopefully with some more numbers.



B

Moved my air temp sensor from the TB inlet, where the alcohol nozzle is located, over to the upper intake manifold on the opposite side of the throttle body. Hope to see the air temp changes while spraying now.



B

awesome job.

have you changed the A/F R you're looking for due to the methanol.

has the EGTs changed a lot either?

Keeping my blog here. Needless to say, I've made alot of progress since this first post. Have a peek, friends.



http://forum.teamfc3s.org/showthread.php?t=50682



B

Yep. I aim for low 10's:1 with the 80/20 ratio I am doing right now. Also, the EGT's are staying between 1250* and 1300*F; the same that they're at while cruising down the highway with the O2 loop activated. Simply amazing.



B

Update:



Running 70/30 mix at 15psi boost and above. Currently running 25psi on that same ratio with 15*BTDC leading advance and an 8* split w/ BUR9EQ's all around. 720/1680 duty cycle's sit in the 40-50% range but have topped at 54%. Post turbo EGT's (probe located approx 3" past turbine housing) are 1250-1310*F. Still running stock top mounted intercooler per the A2W core not being completed.



More to come.



B

I just got the coolingmist dual nozzle deluxe single stage kit, is this a good kit?



kevin.