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I would think you'd want the boost-referenced design like AEM's and have it "armed" all the time (are you going to be boosting all the time :biggrin:http://www.aemelectronics.com/water-methanol-injection-kits-23/water-methanol-systems-for-gasoline-engines-51/I'd get a bigger tank (at least 3 gallons) and their Failsafe system for peace of mind.You'll probably dyno this after your CTSC install anyways to get a warm fuzzy feeling on your new power and AFR's, so why not install this meth kit and tune it as well at the same time? I'm not quite sure I buy the story about the heat-soaked engine causing such a loss of power. Sure, I can tell a difference in power after extended periods at redline or in extreme heat. But I think the stock ECU is overly compensating for higher than normal IAT's by pulling so much timing or whatever out of the ignition. I don't see how else the engine drastically slows down after a few track laps. Some discontinuity in the OEM tuning is driving the OEM ECU into a failsafe mode suddenly when IAT's reach X? I wonder exactly what that temperature is?Do turbos with FIC have this problem with the OEM setup monitoring IAT's as well? Or do the folks with turbo FICs really load the engine for extended periods of time?DaveDave
I would think you'd want the boost-referenced design like AEM's and have it "armed" all the time (are you going to be boosting all the time :biggrin:
http://www.aemelectronics.com/water-methanol-injection-kits-23/water-methanol-systems-for-gasoline-engines-51/
I'd get a bigger tank (at least 3 gallons) and their Failsafe system for peace of mind.
You'll probably dyno this after your CTSC install anyways to get a warm fuzzy feeling on your new power and AFR's, so why not install this meth kit and tune it as well at the same time?
I'm not quite sure I buy the story about the heat-soaked engine causing such a loss of power. Sure, I can tell a difference in power after extended periods at redline or in extreme heat. But I think the stock ECU is overly compensating for higher than normal IAT's by pulling so much timing or whatever out of the ignition. I don't see how else the engine drastically slows down after a few track laps. Some discontinuity in the OEM tuning is driving the OEM ECU into a failsafe mode suddenly when IAT's reach X? I wonder exactly what that temperature is?
Do turbos with FIC have this problem with the OEM setup monitoring IAT's as well? Or do the folks with turbo FICs really load the engine for extended periods of time?
Dave
