eigenvector

yea i know that.. but I am interested in this MAF setup over boost.. Is there added performance..

B5QShip

You need more knock control at higher MAF readings because the snails are sh!tting out more hot air. Thus, a MAF-controlled W/M injection kit would allow more optimum control of cooling the intake charge & adding octane when its really necessary.

SmokinS4™

Good point.

B5QShip

as a trigger point - ie, when to start injecting. The MAF signal will always trigger at the "right" time. The MAP signal might trigger a little early (like the 3k RPM full boost point) - but does it really matter?

The only big benefit I could see for a MAF signal-based system would be if the amount of water/meth injection (relative to the amount of fuel being injected) could be scaled with the MAF readings. Now I don't know if that would actually be beneficial or not, just saying its a possibility when using a MAF rather than MAP signal.

I read through your write-up. Very thorough & clear. IAT drops are impressive. One thing you have to consider is that the excess fuel being injected when you don't have aquamist (since you'd be running richer) has a similar effect of cooling the intake charge. Water is just better at absorbing the heat than gas. So while the IAT readings are dramatically different, the in-combustion-chamber differences aren't going to be huge. But it will be better. Like you said, the biggest gains will be seen on multi-gear pulls that you won't see on a FATS run or even a dyno pull unless you're on a MAHA or a similarly brutal setup.

rickw

worked fine. MAF is superior to MAP, IMO, because water flow is roughly proportionate to air/fuel flow. Probably not as accurate as the Aquamist that uses the injector signals in this regard. The system uses a start up MAF voltage and a full flow MAF voltage, with the start up at half of max pump flow, ramping up to full flow at the second voltage. Minimum 50 degree IAT reduction with the Eaton running 10 psi of boost in my experience.

eigenvector

thx

B5QShip

hmm, didn't realize the Snow didn't have a fuel injector signal.

Flyboy

<b>You need more knock control at higher MAF readings because the snails are sh!tting out more hot air.</B>

More hot air per unit of time may be exiting the turbo, but less is going into the engine. VE drops past the point where TQ peaks. Knock is most likely when the TQ peaks, that's where the most air is entering the engine. That's when cylinder pressures are the highest. Also, at higher rpms the combustion process is happening faster, so there's less time for the end gasses to breakdown, combust, and cause detonation.