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Discussion Starter #1
This is my Gen4 on 93 pump gas with 1000+cc of methanol injection. Closed loop boost control was set for 23.5psi but the config still needed work so actual boost pressure was oscillating between 22 and 24psi. Outside temps were in the 80's and IAT was around 130 at the start of the pull.

The tuner said the engine was responding well and probably could've gone further but he was hitting 90% DC on the injectors during the 24psi peaks so he wanted to stop there. My goal was 400whp so I was satisfied.

My mods are listed below in my sig. What do you folks think?

 

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That's awesome if truly that's only a turbo/exhaust/meth/tune! Duck I bet its a journal bearing turbo. Its hitting 200 wtq at 3900 which isn't terrible.
 

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Would love to get some photos of your meth setup. That must feel absolutely insane above 5k. Good to see some content on turbos that arent the usual garrett and Borg warner stuff too.
 

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Discussion Starter #5 (Edited)
That's awesome if truly that's only a turbo/exhaust/meth/tune! Duck I bet its a journal bearing turbo. Its hitting 200 wtq at 3900 which isn't terrible.
Yes, engine is "stock" Gen4 except for the mods listed (oh, and an upgraded SMIC. No cats either) He tuned it first w/o methanol to ~17psi and then with the methanol spraying he was able to crank the boost and add a decent amount of timing. He didn't provide me a chart on the best non-meth pull but when I asked he said it hit around 315whp, which I think is a conservative tune. Gotta love that meth!

And yep it's a journal bearing turbo. While after the tune it's a little more perky all around it's still a big(ish) turbo. Opinion here on the forums are that spool would only be modestly improved with a BB turbo -- so not enough for me to replace a working turbo but if it would die I'd go with the BB version.
 

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Discussion Starter #6
Would love to get some photos of your meth setup. That must feel absolutely insane above 5k. Good to see some content on turbos that arent the usual garrett and Borg warner stuff too.
Sure, I'll see what I can do on that. I think my meth set up is somewhat unique, at least in terms of how it's integrated into the engine control.

Yep, I'm still not "used to it" (i.e. it still feels scary fast to me when winding it out). I also have some slight anxiety. I mean, hearing that turbo spool that high I worry something is gonna let go. You know, those "weak" Gen4 rods and all ;)
 

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Sure, I'll see what I can do on that. I think my meth set up is somewhat unique, at least in terms of how it's integrated into the engine control.

Yep, I'm still not "used to it" (i.e. it still feels scary fast to me when winding it out). I also have some slight anxiety. I mean, hearing that turbo spool that high I worry something is gonna let go. You know, those "weak" Gen4 rods and all ;)
Ive got a similar Meth injection control, its intergrated into the link ECU with it dosing on air inlet temperature and at a progressive rate based on boost level. Thats the power of a link ECU, amazing what you can control with it.
 

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Discussion Starter #9
I don't add any to the gas tank, just spraying it in the intake.

Sorry I haven't posted anything more about my meth setup yet. My car's been garaged for the season for a while and I've been caught up with other things.

To put it very basically, I have the Link set up to add timing and subtract fuel (gas) based on the methanol flow, as measured by the output from the Aquamist's flow meter. This way, the adjustments to timing and fuel are based on the actual flow of methanol, not just the methanol injection's solenoid duty-cycle (which is determined by a 3D MAP/RPM table in the Link). I also have some modifiers in there to account for wetting of the intake piping.

This setup provides an extra measure of safety (aside from the usual failsafes which I have) since it dynamically changes the tune if, say one of the nozzles gets blocked and it's not flowing quite as much meth as is expected, but yet flowing enough that it doesn't trip the Aquamist's failsafe. It also allows me to switch methanol jets without having to do as much to the tune.

Before I parked the car, I was experimenting to see if there was a limit to how much methanol I could inject. So I kept trying larger and larger jet sizes. It eventually got to a point where I think I was getting excessive methanol puddling in the intake. Either because it was just too much, or perhaps the pump couldn't supply adequate pressure to properly atomize the methanol when using 3 of Aquamist's 1.2mm jets (their largest size)

I don't have a garage so I'm keeping the car at my parents house in my Dad's out-building. There's no heat or lights there so I haven't been visiting it much :) But when the weather gets better I'll try and remember to post up some pictures.
 

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Thanks for the details. Good to compare notes on what others are doing. My system is quite a bit simpler than yours and goals under your power level.

Jim
 

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Discussion Starter #11
Yeah my methanol injection setup is pretty convoluted but it seems to work pretty decently. When I explained the setup to the tuner, he asked me if I was an engineer :p (I'm not)

I was worried he would find it too complicated to work with but he understood it pretty well and I think did a good job tuning with it.
 

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From what you described it is the correct way to go if you are dependent on the WI injection. Yes, it may be complicated but necessary for the power and reliability levels you are reaching. I think anyone who starts modifying their car should ask themselves what if something goes wrong and a protection circuit must be activated. A simple example is installing a boost controller and disabling the OEM logic for engine protection (low ambient, under temp, knock detected, etc).

jim
 
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