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Old 09-16-2006, 08:31 PM   #1
gg64ss
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Default Newbie question- No offense

I do not own a Subaru but, I have been looking for information on water/methanol injection. This site has by far more useful information than anywhere else I have found. I have a 64' Chevy II with a Procharger. No room for an intercooler and I have looked into other options for cooling the intake temps. I have looked over several of the posts and have learned alot in a short time. Thank you for the info. I have talked to Matt Snow about his product and was impressed. He was in no hurry and was very thorough. He answered all my questions and was helpful. There is a question coming. I have a Accel GEN VII DFI. Can the boost controller be run by the DFI?
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Old 09-18-2006, 10:25 AM   #2
BadTrip
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No offense taken for any reason. A lot of the guys around here have a lot of great knowledge on water injection.

I'm not terribly knowledgable on these matters, but here's a shot. Maybe some of the gurus will chime in.

As for your question, I'm not sure you want the boost controller to be "run" by the DFI. The boost controller will act independantly in a manner that limits boost pressure to a pre-set level.
The DFI would monitor various inputs such as EGT, MAP, throttle position, and (I'm thinking) AFR. This would be used to tuning.
your water/alk injection would most likely be triggered by a simple pressure switch; i.e. once MAP hits, say, 5psi, you engage the injection. As you've probably seen, some of the manufacturers offer units that are, to varying degress, capable of scaling the injection based on inputs such as MAP, EGT, or even IDC.
I think Snow does offer a scaling injection solution.

you might try sending a PM to Hippy or Aquamist from these forums. hippy is fairly knowledgable and will offer opinions for the best alternatives for you. richard L from Aquamist is very knowledgable and is willing to help folks out in many non-standard set-ups.

Cheers,
Jon
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Old 09-18-2006, 12:38 PM   #3
hippy
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<editted after reading below> I'm gonna try to make this short and sweet. If you're talking about boost based flow controllers, I don't think they're a good way to go. The problem with boost based flow controllers is they don't give you more flow at higher airflow, but just at higher boost. This means you'd be running the same amount injection from 3000-7000rpm at a given boost, even though the air flow at 7000rpm might be double that of the airflow at 3000rpm, and hotter.

The n2o switches with your dfi could help you make multistage systems(many stages), and your dfi might also be capable of controlling the flow in a better way. Even a 2 stage system might work better and cost less then a boost based flow controlled system because it would give that second flow at higher rpms. You'd probably save on water/alc too because you wouldn't use a huge nozzle to compensate for the flow of the system being the same from 3000-7000rpm. Not saying you should or shouldn't use a staged system, just showing how single stage pressure based flow control systems are not really cost effective for what they give ya. A flow based controller, or basically anything other then boost might be nice, and your dfi might even be capable of doing something like this.

peace

Last edited by hippy; 09-18-2006 at 11:25 PM.
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Old 09-18-2006, 12:43 PM   #4
BadTrip
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Info on the DFI:
The new Accel/DFI GEN VII ECU's are specifically designed for high performance engines. The fuel map, engine spark timing, acceleration fuel and all other parameters for fuel management are programmable using an IBM compatible laptop computer running windows software.
The software allows changes to be made while you are driving the vehicle. This is an awesome tool for the performance enthusiast. This system is appropriate for virtually any engine, 4, 6, or 8 cylinder. Even radical cams can be "tamed" for smoother acceleration and greatly enhance street driveability. For custom configurations FORCE can pre-program the computer before it is shipped.

The calibration will get the engine started and running. Fine tuning is then performed by the user.

These systems are appropriate for Throttle Body Injection, Tuned Port Injection and Multiport Injection. Sequential Injection mode is available with the appropriate distributor. These systems are capable of "Closed Loop" or "Open Loop" operation. Wide band O2 is an readily available option. It even features control of two stages of Nitrous with automatic engagement based on Throttle Position and RPM. Spark is automatically retarded with preset parameters.

These systems are also ideal for Turbo and Supercharged applications since you can dial in both the spark and fuel curves. Two and three bar MAP sensors are available to sense boost and adjust spark and fuel curves accordingly.


I know it's not much...but better than nothing I suppose.
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Old 09-18-2006, 12:55 PM   #5
hippy
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Haha....

Last edited by hippy; 09-18-2006 at 11:15 PM.
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