Quote:
Originally Posted by Mike@GTM
Firstly, I'm not the tuner and don't have the logs in front of me to answer all of your questions regarding IAT's and degrees of timing added. Ultimately, the proof is in the pudding: 40whp gained as a result.
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Fair enough, and that's all that had to be said. It would be nice to have some hard numbers to compare with, on what the 40 whp gain is with the meth injection versus without.
Quote:
Originally Posted by Mike@GTM
Considering that MAF sensor cleaners generally consist of VOC's that don't leave residue and methanol is a VOC that doesn't leave residue, you will not be damaging the MAF sensor and you can bet that it'll be clean. That said, if you notice the size of the nozzle before the MAF sensor, the volume of water/methanol being injected before the MAF sensor is very small...just enough to lower IAT's that the MAF sensor is reading.
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Yes it will be clean but from what I've read on meth injection, that it's a bad idea in have meth injection in front of the MAF sensors due to possible damage and the increase of the volume of gases the MAF reads, that could effect fuel injection rates. I'm sure tuning could compensate for that. The jet is very small and I'm sure at the end of the day, it will help more than hamper. That's why I asked for before and after IAT's temps, so that perhaps I should be considering designing them into my meth injection plan.
Quote:
Originally Posted by Mike@GTM
Because EGT sensors are very slow to respond to changes in actual exhaust gas temperature, they are not a very effective way to judge how the engine is running. That's old school tuning technology.
The modern method of checking engine operating parameters is through the use of a wideband oxygen sensor. That's what's important. If you are running lean, EGT is the least of your concerns. Another thing to recognize is that EGT is affected by ignition timing and AFR. As such, EGT does not give a clear picture of what is really going on.
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lol ...guess what, I am old school and EGT's will tell that something is not all right in the world and you need to look at other things. In my world a EGT of 1800F @ WOT is not acceptable and there is a problem(s) that need to be dealt with. The AFR on the dyno tune really showed where part of the problem is and what needs to be done. Yes we did call Sam, and unfortunately, they both missed it and I found the problem on the dyno. It's a small miracle and a testimate to Nissans computer programming that I didn't blow the motor.
Quote:
Originally Posted by Mike@GTM
In regards to your second post, clearly you have something else going on if you are talking about AFR and fuel pressure. What does that have to do with your other question about EGT's, IAT's and water/methanol injection? If you have a mechanical problem that needs to be fixed, and/or you need information relating specifically to such a problem, this isn't exactly the thread to do that in. As you can see, the answer to your question does not contain information to diagnose and/or solve your concern. Furthermore, I do not have any PM's or e-mails from you regarding your concerns. For you to imply that we have something to hide by not answering your question as it relates to the topic of this thread is confusing.
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I have had a few conversations with Sam on my issues and the basic answers I've received is that it's my fault and no one else has reported to have the same problem. So I feel I'm left to solve it on my own ...and I do. So when I ask questions on information given by GTM, shared with the masses, it would be nice to get the info, to help me solve my problem, and so when I get ignored and labeled; I get a little pissy.
So my apologies if you think I'm trying to slander/ discredit GTM in any way. I'm just trying to get enough info to help me solve my issue with my supercharger kit; plan my shopping list for the spring to resolve my issues and have a reliable supercharger kit that works as intended, if not better.