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Buli · 09-12-2011, 08:23 PM

(09-12-2011 08:15 PM)killerfox Wrote: Any special reason you have the gain up that high?

I had to run it that high to get the 95%IDC LED on the controller PCB to light. I wanted to get as much Meth goodness in as I could.

ThumperGP · 09-12-2011, 09:16 PM

I still don't get why you have the gain that high? If you wanted 95% IDC, why didn't you just put the system in test? Huh

With a .8mm jet....I can almost assure that is far too much spray.

Also, what tune are you running?

Buli · 09-12-2011, 09:37 PM

(09-12-2011 09:16 PM)ThumperMCS Wrote: I still don't get why you have the gain that high? If you wanted 95% IDC, why didn't you just put the system in test?

With a .8mm jet....I can almost assure that is far too much spray.

Also, what tune are you running?

I am running a Jan tune named "no CEL" or something like that. He sent it about a month ago.

I may be thinking about it all wrong. System test shows what it would do if the meth didn't affect the IDC, but spraying the meth is like negative feedback as the engine runs on lambda as I have been told.

What would be the symptoms of too much meth? What should I log to see what is the best rate.

ThumperGP · 09-12-2011, 09:50 PM

(09-12-2011 09:37 PM)Buli Wrote: I am running a Jan tune named "no CEL" or something like that. He sent it about a month ago.

I may be thinking about it all wrong. System test shows what it would do if the meth didn't affect the IDC, but spraying the meth is like negative feedback as the engine runs on lambda as I have been told.

What would be the symptoms of too much meth? What should I log to see what is the best rate.

No idea what you are talking about...but

System test runs the system as if it were at max IDC. The 95% IDC light will light up. This is not something to be done with the jet plugged into the car....it should have been a pre-liminary test before you went and drove around.

What is it that you are trying to accomplish by having it spray so much?

silhouette88 · 09-12-2011, 09:51 PM

What I'm doing is kind of the opposite, starting out with less methanol and a smaller jet, then working up from there. There's obviously more than one way to do it. I agree with Thumper though, unless you're custom tuned for it, spraying that much methanol is probably making your fuel mixture a little more rich than you want it. Maybe try putting the gain back to 12 or 1 o'clock and see how the car runs, then tweaking from there? Just a suggestion.

ThumperGP · 09-12-2011, 09:57 PM

(09-12-2011 09:51 PM)silhouette88 Wrote: What I'm doing is kind of the opposite, starting out with less methanol and a smaller jet, then working up from there. There's obviously more than one way to do it. I agree with Thumper though, unless you're custom tuned for it, spraying that much methanol is probably making your fuel mixture a little more rich than you want it. Maybe try putting the gain back to 12 or 1 o'clock and see how the car runs, then tweaking from there? Just a suggestion.

I can promise you no one is running with more heat/boost than I am on here, and I am on a .6mm jet....with the gain just right of 12 o clock. I feel its more than adequate. Granted my jet is up closer to the throttle body...but still I dunno. The .8mm might very well be fine, but you I can assure you do not need the gain cranked all the way up like that.

silhouette88 · 09-12-2011, 10:03 PM

BTW, not sure if you saw this already but Boston had a great idea to pool all our Aquamist settings into one thread for easier concentration of info. That way we can figure out what works for people and what doesn't. It helped me out knowing that people weren't using the flow restrictor (although I still am, lol) for example.

http://revolutionmotorworks.com/forum/sh...hp?tid=401

**Howerton Engineering** · 09-12-2011, 10:09 PM

I don't want to get in the middle of how folks want to run the systems, to each their own. But a little tech info and other info on the function and use.

It's fine to use the gain function dial in an increased IDC slope for the system. We generally recommend that the gain only be turned up to the point where the red 95% light comes on for a brief moment at redline. The FAV is very similar to a regular injector, in the 90% range, it is basically static like a regular injector. This does two things. It flat lines the spray, becoming non-progressive, and it also causes the valve to draw full continuous current, which is not recommended for long periods of time.

Since the typical IDC profile of a DI motor has the bulk of the injection range between 40 and 65%, it would make sense in some instances to turn the gain up to get a bit more spray on the top end( especially on a over worked turbo or high heat load application), and give more span to the system. This obviously has to be balanced with jet size and fluid selection, which is up to the user.

Again, I'm not tying to say what's right and wrong, just some basic info about the system and typical usage.

Buli · (This post was last modified: 09-12-2011 10:25 PM by Buli.)

How do I know when it is too much meth?

1. If the R56 runs on Lambda then I am just replacing one fuel with another.
2. WOT IDC will drop if I add fuel not supplied by them. It has to drop to maintain Lambda. This is why I turned the gain up to get back to full Meth FAV duty cycle.
3. I assume that the supplied jets were based on the math on the Aquamist web site.
4. 100% Meth requires the largest jet, 50/50 smaller jet. From the web site.

Why are you sure I am running too much meth?

Jan said 100% Meth for power. So 100% Meth. Now we need to know what is the sweet spot. Jan help Big Grin

Seeing Jeff's post after I posted mine I will turn the gain down a little so I only get 95%IDC at red line. That will not take much of a change.

**Howerton Engineering** · 09-12-2011, 10:26 PM

From what we've seen on other DI cars with Lambda feedback control, you can almost dump meth at will and the ECU will compensate, until it chucks a code. You will use more, but that's up to you. The important consideration is using the failsafe correctly if you have a hiccup.

The jets were supplied based on the range of fluids and range of HP levels expected from these cars. Not having seen numerous data logs from multiple cars I can't give an exact answer as to the perfect jetting for each application.

One simple way to look at the jetting issue, is run the 100% and .8mm jet, log IAT, knock and the like, then switch to the .7mm and see if anything changes for the worse. If not, then the smaller is fine.