I'm considering using two nozzles again ( I used to have a dual stage system with two nozzles ) , but this time I'm doing it for better atomization. I'll be removing a single M10 that's mounted literally right after the intercooler outlet, and adding two M5 nozzles instead. One nozzle will still be in that same spot by the outlet of the intercooler , but I have questions on placement for the second nozzle ....
#1 - Should I place it up about 6" from the throttle body , like I used to on the dual stage set-up ?
#2 - Should I aim the nozzle ( 90 degree fitting inside the hard pipe ) into the oncoming air , the same way the lower nozzle is facing ? ... Or should I aim it into the throttle body ? ( this may be TOO much for how close to the throttle body it will be ) ?
I'm considering using two nozzles again ( I used to have a dual stage system with two nozzles ) , but this time I'm doing it for better atomization. I'll be removing a single M10 that's mounted literally right after the intercooler outlet, and adding two M5 nozzles instead. One nozzle will still be in that same spot by the outlet of the intercooler , but I have questions on placement for the second nozzle ....
#1 - Should I place it up about 6" from the throttle body , like I used to on the dual stage set-up ?
#2 - Should I aim the nozzle ( 90 degree fitting inside the hard pipe ) into the oncoming air , the same way the lower nozzle is facing ? ... Or should I aim it into the throttle body ? ( this may be TOO much for how close to the throttle body it will be ) ?
#1 Depending on the shape of the manifold, if the entry point on on one side, you might get more water to the back cylinder.
#2 The path with more collision between air and water will improve the mixing.
1) one closer to the throttle body will result in bigger water molecules entering the combustion chamber, and these bigger molecules will effect the combustion chamber process to help combat knock.
2) second jet closer to the IC exit will better cool the intake air charge down. The water from this nozzle will atomize more and become more of the intake air charge = offer the best cooling effect to the air charge.
For many years jet/nozzle location was a trade off.....most installs involved one jet. With two jets the user has an opportunity to go after both issues and since they are both interrelated (contribute to knock = heated air charge and flame front in combustion chamber) take steps to help improve both.
I was going after the HOM issue with water back in early 05 with one jet located in the IC exit tank. It was only after adding a second jet closer to the TB that it was less problematic to hold HOM. Yes your not posting about holding HOM....but.....the same thing is whats desired = limiting knock OR helping to better control it on pump gas OR help to run a leaner fuel mix without the side effect of a leaner mix = possible engine damage.
Also, get a couple of nozzles sizes and install them in a couple of places to see what gives YOU the best desired results.
1) one closer to the throttle body will result in bigger water molecules entering the combustion chamber, and these bigger molecules will effect the combustion chamber process to help combat knock.
2) second jet closer to the IC exit will better cool the intake air charge down. The water from this nozzle will atomize more and become more of the intake air charge = offer the best cooling effect to the air charge.
For many years jet/nozzle location was a trade off.....most installs involved one jet. With two jets the user has an opportunity to go after both issues and since they are both interrelated (contribute to knock = heated air charge and flame front in combustion chamber) take steps to help improve both.
I was going after the HOM issue with water back in early 05 with one jet located in the IC exit tank. It was only after adding a second jet closer to the TB that it was less problematic to hold HOM. Yes your not posting about holding HOM....but.....the same thing is whats desired = limiting knock OR helping to better control it on pump gas OR help to run a leaner fuel mix without the side effect of a leaner mix = possible engine damage.
Also, get a couple of nozzles sizes and install them in a couple of places to see what gives YOU the best desired results.
Good info Jack ..... So do you think an M5 nozzle will be too much up by the throttle body ? Also , would you dare to aim the nozzle into the throttle body , or spray it back down towards the intercooler ?
FYI : I NEED at least 10 gph for my power level ...
I use two nozzles as Jack is discribing. Drivability wise I found that a M2 before the throttle body. (Plastic piece that also houses the IAT sensor) and a M5 in the exit side flange of the intercooler worked about best. It also limits the amount of hose between nozzles. As the fuild in this portion of tube/hose will leak out the lower nozzle with out a sol. or in my case I use a light check valve fitted for my desired flow out the M2.
Peace, and good luck.
I use two nozzles as Jack is discribing. Drivability wise I found that a M2 before the throttle body. (Plastic piece that also houses the IAT sensor) and a M5 in the exit side flange of the intercooler worked about best. It also limits the amount of hose between nozzles. As the fuild in this portion of tube/hose will leak out the lower nozzle with out a sol. or in my case I use a light check valve fitted for my desired flow out the M2.
Peace, and good luck.
Thanks Stealth .... Just curious , but what cracking pressure CV did you go with for that M2 ?
Unfortunantly mine is not a conventional ball and seat check valve. It has a reed or duck-bill as it's called inside. It opens full about 3 psi and as for cracking? You can blow throw it with ease like a straw. Try to go the other way and the duck-bill collapses.
I more than expected this not to last very long but it's fine. It's only rated for 30 of 40 psi but it has seen 3 times that. ( I belive the rating is what this will keep from going the other way) inside diameter is the same as the 1/4 poly tube.
I bought a box of them a dogs life ago from a local hydraulic supply store. Not sure they make'em' any more.
Company name is Norgren. part number is 4LD-020-B00
I run one shooting directly into the IC and one about 2" from the throttle body. Both are M5 nozzles. This combination has worked good. My IAT's with out injection shoot into the 115-120 degree range. With injection it never cracks 100 degrees at WOT at 27psi. This is without the IAT reading the results after the second nozzle, since it is upstream from the IAT. This is on a S3 set-up not sure what your set-up is.
I run one shooting directly into the IC and one about 2" from the throttle body. Both are M5 nozzles. This combination has worked good. My IAT's with out injection shoot into the 115-120 degree range. With injection it never cracks 100 degrees at WOT at 27psi. This is without the IAT reading the results after the second nozzle, since it is upstream from the IAT. This is on a S3 set-up not sure what your set-up is.
That one nozzle by the throttle body .... Is it aimed in any particular direction ?
I run one shooting directly into the IC and one about 2" from the throttle body. Both are M5 nozzles. This combination has worked good. My IAT's with out injection shoot into the 115-120 degree range. With injection it never cracks 100 degrees at WOT at 27psi. This is without the IAT reading the results after the second nozzle, since it is upstream from the IAT. This is on a S3 set-up not sure what your set-up is.
That one nozzle by the throttle body .... Is it aimed in any particular direction ?
It is placed under the soft pipe shooting directly up 2" from the throttle body. I don't think it would make a huge difference shooting it parallel with the intake track. If anything it would force all the meth into the far cylinder bank, which would not be the best idea. It works great on my application.
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For those using TWO nozzles ...
Linear Mode
