[Fenz]

After deliberating about doing an incremental approach to tuning the car I decided as I am located a few hours from Sydney that I would go straight to a stage 2 build. I decided to work with Trent from etuners as he has worked with a lot of Audi's and was just a hugely passionate frother of a guy. I always feel those who simply love what they do, do the best job.

 

We opted for water meth instead of going the intercooler route with one of their Downpipes and mid pipe. We finished off with a beautiful eventuri intake. This setup will also work superbly when I step up to a TTE625 as the results of the wmi to reduce intake temps were incredible on the dyno. We measured 8 degrees lower than ambient after 12 dyno runs refining the tune. The TCU firmware was updated with a etuner custom race DSG file.

 

I was certainly super happy with the results especially as we were having trouble keeping the car from spinning on the dyno. 3 of the runs hit peaks of 290+wkw but we settled for 277wkw with a huge 110kw gain in the midrange as well as a huge Nm gain.

 

 

After going for a little test to check things out I was FROTHING it had transformed the car and the pull through from 3000rpm all the way until it pinged off the rev limiter. The shifting was also incredible and that was something that was giving me the shits on the standard car.

 

 

Drive home was spirited, and I couldn’t wait to get to me secret spot and test it out with Dragy. OMG what an animal I literally couldn’t keep the thing from spinning and it really affected my 60ft and 330 compared to my standard car (we had increased launch rpm to 4200) I think with the huge increase in torque that I may try reducing to 3500-3600 when I get to Sydney to test on the strip. I was shocked seeing the results with a best run of 11.49 at 119.08mph and 4 x 11.6 with the best 119.69mph incredible.

 

 

All in all, a transformation of the car and with a little pressure out of the tires and a smooth piece of tarmac a 11.3 could be on the cards.

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Edited by Fenz, 08 April 2018 - 04:07 AM.

[RS777]

Nice work Frnz and especially the WMI. What type of WMI did you go for and did you have to map it? I’d be interested to know a bit more about ratios and jet sizes etc.

Looks like you are chasing Billy. 😁

Edited by StuW13, 08 April 2018 - 07:29 AM.

[Fenz]

Yeh it was maped specifically for the wmi with timing advance and a small boost increase. It’s a progressive system AEM single injector at this HP. It is set to come in at 8psi and max out at 15. In general motorway day to day driving it isn’t used tbh.
I have used a gallon quite quickly to start with, but, I have been doing a few mountain runs hahahahahah. I would think in general driving a tank will last a good few tanks of fuel.
I have a fix for concealment coming up as well, so, I will show pics when I have done it.

[Fenz]

Its a uphill battle chasing Billy with a face lift car eh 😩 especially seeing that incredible 10.8 he just ran, but, I have a few things planned to have a good go bahahahahah

[billymc92]

Its a uphill battle chasing Billy with a face lift car eh 😩 especially seeing that incredible 10.8 he just ran, but, I have a few things planned to have a good go bahahahahah

😂😂😂 I don’t like being beat. But congrats bro cars sounding good

[RS777]

Hi Fenz - I read a technical paper on water/meth and it said up to 20% you can run 100% water with very minimal performance difference. It showed the bigger gains were for over 20%. I will try and find it and post it up.

[Fenz]

In general the most common % mix is 50/50 and wmi companies like Snow sell boost juice. I literally trolled through every paper and every youtube. Check out The Tuning School on youtube as they give a very comprehensive overview of wmi as well as the different fuels and how they all stack up. They carry out dynos with the same car and the different method to give repeatable data.

 

The reason most run 50/50 is that at that ratio the liquid is not flammable and there is little difference in gains when compared to higher % mixes as you will see in the videos. Another potential reason this has become the % mix used could be that at that ratio the companies are able to ship it and sell their mix???

 

The 3 ways that wmi benefits is;

 

1. Cooling intake air (we had intake temps 8 degrees lower than ambient air temp) this is an obvious advantage. After 12 dynos I could honestly hold my hand on the block it was just warm. You can cool with just water, because as it is injected in it becomes a fine mist which still helps to lower intake air.

 

2. Increasing the octane of the fuel, as meth is flammable it adds to the fuel effectively giving race fuel type octane of around 105-108 (basically race fuel.

 

3 it helps to basically clean the cylinders and pistons. 

 

By mixing the two you get the best of both worlds and by doing so the tuner can increase timing and also boost and therefore power, reduce the chance of knock and blowing the engine

 

Etuners tune for wmi, but, they tune conservatively and brought the injection in at around 8psi for me and progressively increased the amount of mix with it maxing out at 15psi. We used a single nozzle as at around 300wkw we didn't need double nozzles. By doing this in general day to day driving I use next to no mix also when I do a long motorway run. The car tune as i said was conservative and Trent left some hp on the table so to speak so as to reduce any potential carnage.

 

Most people worry about the potential of running out of mix and potentially blowing the engine up, but, the pumps and reliability of the systems are incredibly advanced with fail safes, warning lights, you can also set it up to swapping to another map if the levels get low.

 

This is just an overview and I hope it helps a little, I knew bugger all about this option and was going down the route of a wagner intercooler, but at this stage I am running the oem intercooler and until I go stage 3 (hopefully very soon) if the misses "the director of finance" allows. With the added octane given my wmi and a dirty great big turbo I am hoping to make 400+wkw around 650hp 750+Nm.

 

If anyone else has more info or if I haven't explained this please correct me, I know Nath knows a lot about this and has a uber set up with full concealment using his screen wash tank to hold the mix.

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Edited by Fenz, 10 April 2018 - 12:26 AM.

[Fenz]

Sorry if I am telling people what they already know

[Nath]

lol @ the fake jerry can - that's smart thinking!

 

I think come summer you'll need the upgraded intercooler due to our weather conditions. 

 

Have you run the secondary warning LED into the cabin/dash so you can be alerted of any faults?

 

I'm really happy with my AEM setup, similar to yourself i have it start spraying at 11 PSI and full at 25PSI which is ideal for WOT runs but hardly use it daily driving. 

 

1 gallon bottle of premix lasts me roughly 3,000-4,000km's 

[RS777]

Great info guys and I love the use of low level alerts and the system being able to swap to a standard map. I think this is the way to go to protect your engine with big hp increases. Most people often associate this with big turbo set ups and don’t realise good up gaining maps or hybrid turbos usually produce more heat.
I saw 2 Golf R engines which had been stripped to show carbon build up from direct injection. The with WMI was perfectly clean and the one without looked like a scrapyard engine after 200k miles.

[Renga]

What do you need to swap maps?

[RS777]

What do you need to swap maps?

This would mean you have a dedicated map for when running WMI but you can have a second for if your WMI runs out.

[Fenz]

Yes systems can be set up to switch between maps automatically (aquamist i believe can do this) when the parameters trigger the system to ground and this is then when it switches to a standard map.

 

My system is not set up like this as mine was tuned to a specific afr and the ecu controls the rest and pulls timing, boost just as it would normally if there was an issue. Then as long as you don't give it full biscuit you can drive drive home and sort out the issue 

 

This is how it was explained to me and I have faith in my tuner as he has set up a lot of cars with wmi and none have gone BOOM.

 

Nath has a failsafe warning light in plain view on the dash and maybe he can elaborate more on the subject and his set up.

[AusTTRS]

Great result Fenz.

Can you tell me how you determined the IAT was 8 degrees less than ambient?

I've been looking at my IAT for years via a P3 display, from the ECU. My AEM nozzle looks to be in a similar place to yours, but I run about 15 degrees above ambient under normal driving conditions (currently Wagner Evo1 intercooler with Evo3 in transit) & can only get it to drop 3 or 4 degrees when spraying. It will sit around 20-25 deg above ambient on the track (circuit not strip) after coming down from 60-70 deg C when parked between runs.

I will go thru 7-10L of 50/50 at a track day with 500cc nozzle. I've tried a 1000cc nozzle & no improvement in IAT's, just more pops on throttle lift

I think the issue is the 2 IAT sensors in the intake. One gets sprayed & the other doesn't.

So, how did you get yours to work so effectively?

Cheers.

Edited by AusTTRS, 09 May 2018 - 11:54 AM.

[BenTTU]

What do you need to swap maps

Switchable maps are done via a 5v signal from the aquamist kit to the ecu, we normally use the rear lambda linear wire in the pin out. Then the tricky bit is for my file writer to patch 2 maps in and have them swap on a button or when the low level light comes on.  Which is the same thing. So when the low level light comes on the kit will turn off and the signal wire will switch to 0v which will then switch to a different map. We have been doing this for a few years now. 

 

Massive meth nuts here a the turbo unit lol