What does the inlet piping look like?

If it's similar to the FSW intake, i would drill a hole and weld a bung on top and put it an inch or two on top of the maf.

Post throttle body is fine if you don't have any other option, but I like giving it some time to atomize pre-tb.

- Drew

 

Yeah I was thinking intake tapping would be the best bet, and to just plug up the hole come time for smog.

 

I would do like Andrew said and put the nozzle a little further from the TB but after the MAF. I'm curious why you're running WMI on a NA motor though?

 

My gf is building a high compression 2.3L, and is using meth to compensate for the ****ty gas here in CA while running high compression.

 

I would still tune for the **** fuel and just use a small WMI nozzle for insurance.

Maybe a pump upgrade + injectors and E85 is a better bet in your case?

- Drew

 

Yep, she's going with the SVT pump. But yeah the tune will either be w/o meth provision, or with a failsafe unit if she really wants more power.

 

Marcy was doing 240whp safely on cali 91 years ago with 13.0:1 compression. I don't think it'll be an issue.

Duratecs are very clean and seem to not care about octane as much as others(e.g. ZETEC) when tuned correctly.

- Drew

 

Glad to hear that. I think she's going with 11.x or something similar to that. Definitely NOT 13+ lol.

 

I wouldn't even bat an eye at 11.x compression on CA-91, nor 12.x:1 for that matter. The Coyote 5.0L is 11:1 compression from the factory (in the Mustang) and runs fine on 87 octane. Small quench pads and pent roof chambers (like the Duratec, Coyote, K20/24, etc...) are pretty tolerant of low octane. I would just put 91 in it without the meth, tune it, and have fun.

What year is the car? I ask because the 06+ factory fuel pumps will support 400+whp. Even the 05 and earlier pumps will hold 300whp. Unless you're going for a record breaking 2.5+L build with ITBs and 9k+rpm, you shouldn't need to upgrade the fuel pump. Bigger injectors should be all you need fuel wise.

 

The engine and harness are coming out of a 2003. I guess the meth will be used for insurance as opposed to performance. Maybe I'll suggest that a failsafe be purchased and to have a tune that actually takes advantage of the meth for power purposes.

 

Eh... I still think the meth is overkill. If you were shooting for 13+ compression, then sure. Methanol burns cold and is hard to ignite. It likes pressure and lots of it (hence why a lot of outlaw cars running straight meth are 16:1 compression or even higher). You won't really see much gain from it on a mild compression build like that. If you want to run it though, it certainly won't hurt.

 

First, I really don't think you need WMI on N/A. I'll be running 10.4:1 on my 25psi 2871r turbo build, but yes I'll also be running 4 WMI nozzles and it won't even come on until 8psi.

For anyone else that comes across this thread, be VERY aware of how deep/shallow you mount your nozzles. They are typically designed to be screwed directly into the pipe/manifold and be flush with the inside. If they are not flush, the mist will immediately hit the sidewall of the deeper hole and just dribble.
Here is a perfect example of a part that absolutely does not work. I tested it, let DevilsOwn know it caused the nozzle to just dribble and they ignored me and still sell it.


Here is where I mounted mine first. See how it screws in flush. I don't recommend mounting it upward facing or it can clog overtime. This was close to clogged when I pulled it out.
I also don't recommend painting the face of the throttle body area. I could kick the guy who I bought this intake from for going crazy with the paint.

I'll get some photos up in a week or so of my next WMI configuration in the forced induction section.

 

I was planning to use this:

http://www.mishimoto.com/2-5-silicone-coupler-w-1-8-npt-bung.html

Sounds like WMI might be a lit bit much for this specific engine build, but it definitely won't hurt should it be further modified or boosted in the future

 

Looking at this angle, it looks like it would work. I recommend bench testing it before installing. You really won't need WMI, though.

 

Yeah, that coupler is the one I bought for my Focus ST, but I'm going to test fit it in her engine bay too to see if it would work. Sounds like the way to go about it would be to just weld a 1/8 NPT bung post MAF, pre TB on her CAI. The kit that I'm using for my car is from DO, so I'm REALLY happy I opted for the NPT coupler and not one that screws into the current cold side pipe to TB coupler. Either way I'll let you guys know how it goes. Thanks for the info

Quick question, since I've never done a N/A build myself; with a 11.x:1 ratio, is there anything that the tuner (RPS/Fernando) could do to the tune to take advantage of the WMI? It sounds like it would be acceptable to "push the limits" a bit according to the non WMI compression ratios you are all referencing in here. I wonder if there's any room in the kind of build setup she is going with to (forgive me if I use incorrect terms here) advance spark or something?

 

Quick question, since I've never done a N/A build myself; with a 11.x:1 ratio, is there anything that the tuner (RPS/Fernando) could do to the tune to take advantage of the WMI? It sounds like it would be acceptable to "push the limits" a bit according to the non WMI compression ratios you are all referencing in here. I wonder if there's any room in the kind of build setup she is going with to (forgive me if I use incorrect terms here) advance spark or something?

Not really. You MIGHT (and this is a big MIGHT) gain 5-6hp with it. Basically the alcohol will sit there on the piston and laugh at you. lol If you are adamant about using meth, I highly recommend you raise your compression into the 13-14:1 range to make use of it. Otherwise, you'll just be dumping a bunch of extra fuel through the motor with no way to burn it.

Methanol has a high flash point. It likes lots of heat and lots of pressure to help it vaporize. I spray straight M1 meth on my turbo motor at 12psi, starting at 7psi and full spray by 11psi. I'm spraying it pre-turbo to help with dispersion of the mixture. At my boost pressure, my effective dynamic compression ratio is close to 17:1 which is how I'm making use of it. My built motor will be around 11.2:1 compression and will be tuned for 8-10psi on pump gas (no meth), 30+psi on E85.

 

First of all, just putting this out there... It has been known in CA that as much as you can use a higher compression with 91 just fine.... it doesn't necessarily mean you get the full potential of your build. It has been discussed by a good few of those who actually have to run race gas in CA when they can so they can drive their car at the track or the strip and get the power they wanted from their N/A build that can be as low as 10.5. CA gas is some of the worst in the US. Plus, I would want extra insurance for the engine. And E85 would be an option if it wasn't for the fact that a majority of the stations are 40-50 miles away. I have even talked to Fernando who will be doing the tuning for the engine and he even said he wouldn't recommend using CA 91 on a compression like that, he would want higher, which of course isn't really available to me.

 

Well of course you want higher. CA-91 is junk, I lived out there for a little over a year (never again... I don't see how you guys do it). Methanol isn't the cure for this though, that's what I'm getting at. You'd be better off just keeping a 30 or 55 gal drum of E85 around that you take maybe once a month to the station 50 miles away that has E85, fill her up, and bring it back home. There's a few guys in my area that do that since the nearest pump is about 40 miles away. It's what I plan to do as well. You could use straight E85 fuel then OR use E85 in place of meth injection. Ethanol will be more responsive to your setup than methanol will be.