OP
OP
Bull Run
Well-Known Member
- Thread starter
- #31
I sent the latest datalog to my tuner for his assessment since I installed various minor mods since the last tune update. He stated that I can squeeze a little more performance out of the existing tune if I switched to a larger WMI nozzle size.
So I ordered four bigger nozzles from ProMeth:
The nozzle swap was straight forward. I just disconnected the hard pipes from the nozzle holders and unscrewed the nozzles from the intake manifold.
Took this picture while the nozzles were out to show that the stock intake manifold has plenty of thickness to mount the nozzles.
A quick test showed that the increased nozzle size allowed for full positive ignition correction (3 degrees max for my tune) even on a hot AZ day with the charge temp of over 120 degrees. Note that the temperature reduction seen under a typical hard acceleration was typically around 20 degrees. There's even a larger drop, as seen on the minimum value section of the Cobb monitors when I lift off the throttle. It's probably due to the high vacuum environment promoting quicker evaporation of leftover water/meth mixture. At least it'll keep the intake manifold nice and cool for any follow up accelerations.
Since ported nozzles are mounted after the IAT2 sensor (on the intake manifold mounted MAP sensor), I initially added the fifth nozzle option (mounted on the charge pipe) with the ported WMI kit so that the IAT2 sensor can "see" the temp reduction effect of WMI. However, the bulk of the injection still occurs after the sensor so the true charge temp is probably lower than what's shown.
Since the charge pipe I'm using has two bungs for nozzles, I replaced the single 157 CC nozzle with dual 95 CC nozzles tonight. Aside from injecting a little more mixture, two smaller nozzles should atomize the mixture better than a singer larger nozzle and thus should show even greater temp reduction to the IAT2 sensor in theory.
So I ordered four bigger nozzles from ProMeth:
The nozzle swap was straight forward. I just disconnected the hard pipes from the nozzle holders and unscrewed the nozzles from the intake manifold.
Took this picture while the nozzles were out to show that the stock intake manifold has plenty of thickness to mount the nozzles.
A quick test showed that the increased nozzle size allowed for full positive ignition correction (3 degrees max for my tune) even on a hot AZ day with the charge temp of over 120 degrees. Note that the temperature reduction seen under a typical hard acceleration was typically around 20 degrees. There's even a larger drop, as seen on the minimum value section of the Cobb monitors when I lift off the throttle. It's probably due to the high vacuum environment promoting quicker evaporation of leftover water/meth mixture. At least it'll keep the intake manifold nice and cool for any follow up accelerations.
Since ported nozzles are mounted after the IAT2 sensor (on the intake manifold mounted MAP sensor), I initially added the fifth nozzle option (mounted on the charge pipe) with the ported WMI kit so that the IAT2 sensor can "see" the temp reduction effect of WMI. However, the bulk of the injection still occurs after the sensor so the true charge temp is probably lower than what's shown.
Since the charge pipe I'm using has two bungs for nozzles, I replaced the single 157 CC nozzle with dual 95 CC nozzles tonight. Aside from injecting a little more mixture, two smaller nozzles should atomize the mixture better than a singer larger nozzle and thus should show even greater temp reduction to the IAT2 sensor in theory.
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