battle plan
 

I want to run a progressive set up controlled by my ecu. So here's what I figure I need. Please help me fill in anything I've left out.

http://img224.imageshack.us/img224/9697/wide8.png

Tank
Fittings to tap in water line
Filter
Pump
Manifold with Pressure Switch
High Speed Valve
Check valve
Nozzle

Pump gets key on power, ground goes through the pressure switch. HSV gets +12V from ECU and ground anywhere.

Do I really need the check valve? I would think that with the HSV as near as possible to the nozzle, I wouldn't need a check valve. Do I need a pulse dampener? Do I need line fittings at each device, or does the water line press in and clamp like fuel lines? Let me know anything I left out. And no making fun of my ghettocad.

No check valve required so you are going to pulse this using map 2 on MS right. IT should work. To make sure you have plenty of head room i would over jet the setup by atleast 30%. this way you wont stress out the HSV and if you real wanna turn up the boost the manifold pressure wont skew your pressure differential a whole lot putting you out of your effeciency range. There are 2 common fittings for the 1/4 inch nylon line we use push lock and compression i like the push look just fine after using it for a while it is solid. the compression is abit mroe of a pita when servicing but it is bullet proof.

If your going progressive, you won't need a pressure switch, just a 0-5v source, like a map, maf, afm.....map being best option, unless your going off your injector pulses from your ecu.

the pressure switch runs the pump to hold a steady pressure in the manifold. spray is controlled by the ecu

magna, i don't have the first clue what you are saying.

As the manifold pressure rises the pressure differential between the WI line and the manifold gets skewed by using a jet that is larger than you need you can avoid having to run excessive pressure once you decide to up the boost significantly and have more controll via duty cycle. Long story short especialy if you have the fine adjustment, to run it a bigger jet will be the best solution to help make sure you dont run out of cooling. for your power needs being IC'ed and all i think a 2 gph should be pretty good with a 3 gph giving you the headroom to run any amount of boost you can cram into that little 1.6. Also dont start till 7-8 psi and you should be pretty good. You can start lower but at a much smaller DC. GL

I really don't have control over duty cycle. DC is set by the fuel map (VE table). The DC of the HSV will be the same as the IJDC. Was going to get nozzles that equal 10% of my fuel injectors. I'm running RC 440s so that's 176 gph, so 10% would be 17.6 gph. Plan is a 14gph nozzle at the TB and a 1 gph nozzle right after the turbo. Or maybe 12 at the TB and 3 at compressor outlet. Will experiment. Either way 15 gph nozzles (rated at 100 psi) run at 115 psi water pressure will get my 17 gph. Either way the amount of water will always be equal to 10% of the amount of fuel in the charge.

The nozzles might look large but remember flow is limited by the HSV. My max IJDC is 74% and typical is much less.

Not terribly worried about pressure differential. 115-14=101, worst case scenario.

So you're going to inject some water before the intercooler?

FWIW i run 5.5 gph totall :eek: . i think your math is skewed on fuel calcs bud.
((440*4*60)/1000)/3.8= 27.78 gph *.87 DC = 24.1 gph

176cc/min at 70 psi +178cc/min at 150 psi. I run 100 psi line pressure so. 210cc/min+ 145cc/min= ((355 cc/min *60)/1000)/3.8= 5.6 gph at 100 psi line pressure. And i am non IC'ed so i would shot for a 2-3 gph nozzle at your 100 psi range. sorry for all the conversions but my snow kit came with everything in cc/min and injectors are cc/min so i like using that format but to talk to the other WI companys i seem to need gph. go figure.

Ben did that make better sense for you?

Yeah, I found my problem. Used an improper conversion formula.

Here's where I got to:
First, solve for my fuel system capacity in gallons per hour, using known data

• (4) injectors
• rated flow is 440 cc/min each @ 3 bar

For purposes of simplicity, and because it can be compensted for later, we will ignore the fact that fuel pressure--and thus fuel flow--changes with manifold pressure.

Conversion formula

• Flow in cc/min * .015873 = Flow in gph
• 440 x 4 * .015873 = 27.9

Since I have an intercooler, 10% water to fuel is appropriate, or 2.79 gph.

No reason to calculate for duty cycle, as the WI DC will always equal IJ DC

Got it. At that rate, probably shouldn't do a dual squirter system, even if I had them staged. No biggy. Thanks

exactly. you do know you can use the 2nd map to run the WI hsv and have independant DC right?

no... hmm didn't think of it. :bigtu:

guess since we only use VE1, I can do whatever the hell I want with VE2. I'll probably still just mirror it to keep the ratio of water to fuel the same unless I get some bogging.

you just might at ait's less than 90 degrees you might run into problems keeping the water suspended the whole way down. + spray outside of boost bog's you to.