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Old 11-08-2015, 01:32 PM   #11
NASIOC Manufacturer
Member#: 110029
Join Date: Mar 2006
Location: Sussex, England
2004 Citroen Picasso


A brief history...
The project started a few years ago, began with some research work on this forum. I was delighted with the responses from many posters and many pms. My first intention was to aim for a fully "plug and play" set up from the ECU harness and moved on to individual sensors. Unfortunately neither options was practical, both in terms of sourcing plugs and sockets and cost of manufacturing the PNP harness.
Traditionally, strip and solder is recommended but not everyone possesses this skill. We have decided to supply a bunch of tapping connector called "Posi-tap". It requires no stripping or soldering, ideally suited for our purpose.

Moving on ...
Having solved the task of retrieving required signals from the ECU effectively, I can briefly outline the functions of each signals.
The HFS4-v3.1 reads IDC, fuel rail pressure, manifold pressure and inlet air temperature to determine the precise amount of fluid injected under the fast moving engine load. It may seemed complicated but unfortunately necessary. A single dimension signal such as boost just cannot work well in this direct injection turbo engine.

Method of delivery...
The system uses the same technology as the OE fuel injection system, a PWM valve and constant pressure line. Aquamist is the only system to date uses this delivery method, it is lightning fast, precise and perfect atomisation across the entire range. Note all the others wmi systems just vary pump speed. It is slow and inaccurate.

Matching hardware ...
Compression fittings all around instead of the leaky push-on fittings.

Technical overview of the V3.1 and FA20DIT...
The long awaited Direct fuel injection technology has at last arrived, controlled by a new dedicated ECU. This should enable the engine to produce cleaner power, AFR closer to stoichiometric in its intended guise. This may be a great as a daily driver but when it comes to tuning for more power, it is limited by the capacity of the DI injectors. AFAIK, there is no alternative third party supplier to supply a double capacity alternative. Even it is available there is only a limited fuelling window after the inlet valve is closed. It doesn't help with the high reviving characteristics of the boxer engine.

This opens up an opportunity for a secondary fuelling system or methanol injection system. For those who are interested in employing wmi as their power tuning aid, please read on. The Di injection signal is complex, consists of three basic stages, high, medium and low current for holding the injector open. In order to decode these stages signal, we have to design an appropriate circuitry to make this happen. Luckily we have been doing this for a number of years when the first FSI engine from Audi and soon followed by the Piezo type by BMW. The DI technology moves on at a very rapid pace. So reading the DI signals from the DIT injector did not present too much of a problem for us. It all depend how it is used to our best advantage.

We have always believed the injectors signal is most accurate way of representing true engine load. It captures signals from multiple sensors as well as many testing and programming hours by engineers. Tracking this signal and the fuel rail pressure, the water/methanol will seamlessly blend in the cooling and octane supplement needed for the safe production of elevated power. Taking full the advantage of the ECU's ability to trim fuel accordingly, the wmi will form part of the control loop.

Outlook ...
We have a few systems out there being tested and tuned, in time I should be able to post some results. Bear in mind, we are the producer of the wmi systems and not tuning experts but we’ll share the results.

More technical infos on the FA DIT platform:

Last edited by Aquamist; 03-06-2016 at 03:15 AM.
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