Discussion
Hi,
Has anyone used the services of www.canward.co.uk?
They supply water/alcohol misting kits for intercoolers and air intakes.
I was thinking of getting one for the Chimaera (and possibly a intercooler kit for the Audi)
Does anyone have any experience of them?
Cheers
Rich
Has anyone used the services of www.canward.co.uk?
They supply water/alcohol misting kits for intercoolers and air intakes.
I was thinking of getting one for the Chimaera (and possibly a intercooler kit for the Audi)
Does anyone have any experience of them?
Cheers
Rich
Yo Woody, you seem a little lonesome on this one.
I've recently spoken to these guys ref' implementing a misting system on the Griff; I've also spoken to other suppliers of similar systems. Water injection isn't solely for the preserve of the forced induction guys though they're likely to see a much greater benefit than us with atmospherics. RV8's in TVR's run a relatively high comp' ratio and a charge that's gonna be pretty darned hot due to all that radiated engine bay heat. Anything that can be done to cool the charge is gonna be beneficial in terms of crankshaft output (and possibly engine longevity). Canward expressed to me that with a 30% Methanol / 70% water mix they were seeing a peak gain of 11 HP and 25 lbs ft throughout the bulk of the torque curve on their relatively unmodified 4.5 Chim'. It's certainly a lot less radical than N2o, but a cheaper system to install and replenish with the probability that you'll still be insurable. It's just a pity you have to bury those 25 litre methanol containers in your garden to keep em safe!
As soon as I've managed to get my Omex mappable sparks from MA I'll probably fit a system ready for the rollers and keep you posted with what happens - unless its a BIG BANG!
Bruce
I've recently spoken to these guys ref' implementing a misting system on the Griff; I've also spoken to other suppliers of similar systems. Water injection isn't solely for the preserve of the forced induction guys though they're likely to see a much greater benefit than us with atmospherics. RV8's in TVR's run a relatively high comp' ratio and a charge that's gonna be pretty darned hot due to all that radiated engine bay heat. Anything that can be done to cool the charge is gonna be beneficial in terms of crankshaft output (and possibly engine longevity). Canward expressed to me that with a 30% Methanol / 70% water mix they were seeing a peak gain of 11 HP and 25 lbs ft throughout the bulk of the torque curve on their relatively unmodified 4.5 Chim'. It's certainly a lot less radical than N2o, but a cheaper system to install and replenish with the probability that you'll still be insurable. It's just a pity you have to bury those 25 litre methanol containers in your garden to keep em safe!
As soon as I've managed to get my Omex mappable sparks from MA I'll probably fit a system ready for the rollers and keep you posted with what happens - unless its a BIG BANG!
Bruce
I would invest about £9 on a remote thermometer and put the sensor in the air flow to the plenum and see what temps the air is actually reaching when the car is running.
Most dynos cannot get enough cold air into the system and thus will run with hot air and cause problems which don't happen when the car is moving.
I permanently have a sensor in the air flow so that I can see what is going on. Yes it gets warm when stationary but rapidly cools when moved. If you do fit the system you can see what difference it is actually making.
Most dynos cannot get enough cold air into the system and thus will run with hot air and cause problems which don't happen when the car is moving.
I permanently have a sensor in the air flow so that I can see what is going on. Yes it gets warm when stationary but rapidly cools when moved. If you do fit the system you can see what difference it is actually making.
I am familiar with WI on aero engines and have a system on order for my 4L, which I intend to upgrade later this year inluding a higher compression ratio. I think there are several benefits inluding the ability to use lower octane fuel in a HC engine. A back of the fag packet calc indicates that the system should pay for itself in about 11K miles, or about 2 years for most people - an upgrade that pays for itself sounds good to me 
Jeff
Jeff
jeff miles said:
I am familiar with WI on aero engines and have a system on order for my 4L, which I intend to upgrade later this year inluding a higher compression ratio. I think there are several benefits inluding the ability to use lower octane fuel in a HC engine.
Jeff
HC engines are not higher compression but high lift cams. they have the same or lower CR than the other engines.
Steve
Use of archaic terminology by me. When I used to fettle Coventry Climax engines 'HC' meant a high compression head - high lift cams were 'sports' or 'racing' or stages 2 thru' 5.
I intend to both raise the compression ratio and fit a 'fast road cam'. The WI means that I can get the benefits using a lower octane fuel, without the trade offs that usually implies; also about to fit the ACT induction kit. In other words geeting the induction side sorted first. As far as the re-chip goes, that's a consideration and we'll see as the rest comes together. I like the 4litre, which I think is a 'sweet' engine. I also like WI of which I have had previous experience and think it quite an elegant application - although not to every automotive engineer's taste. Although primarily for forced induction it does have benefits for larger hard worked normally aspirated engines, but less so for smaller units. Thanks for the kind thoughts and advice.
Cheers
PS the Bible lives in the bathroom and is always to hand to be browsed - and that's IS a serious compliment
Jeff
Use of archaic terminology by me. When I used to fettle Coventry Climax engines 'HC' meant a high compression head - high lift cams were 'sports' or 'racing' or stages 2 thru' 5.
I intend to both raise the compression ratio and fit a 'fast road cam'. The WI means that I can get the benefits using a lower octane fuel, without the trade offs that usually implies; also about to fit the ACT induction kit. In other words geeting the induction side sorted first. As far as the re-chip goes, that's a consideration and we'll see as the rest comes together. I like the 4litre, which I think is a 'sweet' engine. I also like WI of which I have had previous experience and think it quite an elegant application - although not to every automotive engineer's taste. Although primarily for forced induction it does have benefits for larger hard worked normally aspirated engines, but less so for smaller units. Thanks for the kind thoughts and advice.
Cheers
PS the Bible lives in the bathroom and is always to hand to be browsed - and that's IS a serious compliment
Jeff
Cheers 2Munkys, Steve and Jeff,
Thanks for the info, and 2Munkys could you keep me posted on how you get on with your griff that'll be great!
I'm thinking of going down the route of getting the ACT smooth pipe induction pipe with the WI kit, it should give a slight boost in power without much cost outlay...but I still might have a RR session to make sure everything is set up right...can anybody recommend a place to take it around Yorkshire?
Cheers
Rich
Thanks for the info, and 2Munkys could you keep me posted on how you get on with your griff that'll be great!
I'm thinking of going down the route of getting the ACT smooth pipe induction pipe with the WI kit, it should give a slight boost in power without much cost outlay...but I still might have a RR session to make sure everything is set up right...can anybody recommend a place to take it around Yorkshire?
Cheers
Rich
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