http://better-mileage.com/water1.html
what do you guys think of what they have to say?
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http://better-mileage.com/water1.html
what do you guys think of what they have to say?
That is exactly how the one I've been using works. The old racer did say something about it stream cleaning carbon deposits on the cylinders and valves. I can tell after I been running my car awhile there is tiny droplets in the hose and I usually have to fill the bottle at each fill up. Its not empty but I top it off.Quote:
Originally Posted by Vanilla Sky
Well after reading the whole article, thats pretty cool... Not to complicated.:)
you might want to try for more water. getting a 2 or 3 way valve would let you control your stone's airflow, thus controlling the amount of water.
while i know that full-on WI is as complicated as EFI, i also know that it can be implemented very well with very little money. the bubblestone method that dews posted is one, but most still don't inject enough water. several stones and better control helps.
the biggest thing that you're going to need to get better economy and power on an EFI vehicle is an offset circuit for your O2 sensor. if you don't offset it, you'll run overly rich. the problem is that you have the chance of running too lean. it can be set up to work right with other simple things like a vacuum guage an EGT sensor, and the addition of a post-cat O2 sensor. a wideband helps, too. you need to know your exhaust gas temps, your oxygen actual concentration, and the manifold vacuum for a decent back-yard tune.
Can you explain why running leaner than stoich can lower your bsfc?Quote:
Originally Posted by Vanilla Sky
ok, i'm going to try this.
assuming that some of the fuel being used is being use simply to cool the combustion, backing off the fuel and using water in its place as a cooling agent would lower the bsfc.
correct me if i'm wrong, or if i've been spending too much time in the wrong place.
I found this:
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Turbo Jetfire
In 1962 and 1963 Oldsmobile built a turbocharged version of the 215. The small-diameter turbocharger was manufactured by Garrett AiResearch and produced a maximum of 5 lb (0.34 bar) boost at 2200 rpm. The engine had 10.25:1 compression and a single-barrel carburetor. It was rated at 215 hp (160 kW) @ 4600 rpm and 300 ft·lbf (406 N·m) @ 3200 rpm. The high compression ratio created a serious problem with spark knock on hard throttle applications, which led Olds to use a novel water-injection system that sprayed small amounts of distilled water and methyl alcohol (dubbed "Turbo-Rocket Fluid") into the combustion chambers to cool the intake charge. If the fluid reservoir was empty, the engine's timing would be retarded to avoid engine damage. Unfortunately, many customers did not keep the reservoir filled, or had mechanical problems with the turbocharger plumbing.
The turbocharger was offered only in a special Jetfire model, which was the first turbocharged passenger car offered for public sale. Only 9,607 were sold in two model years, and many were converted by dealers to conventional four-barrel carbureted form.
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I like calling the water/alcohol "Turbo-Rocket Fluid." LOL.
