Direct Injection V8 - Nitrous/Water Methanol project ?

Hi all,

Have searched my common terms (nitrous and WMI) with no "conclusive" results.

Bit of spitballing, apologies but there are a lot of elements to come together.

Thanks in advance !

Researching the best way to integrate a combination of water meth/nitrous into my Audi RS4 (cfsa engine code).

It’s a 4.2, high rpm, all top end power (8250rpm +). Kind of a wet sump front engine version of the R8 V8. Currently have a valved x pipe exhaust under construction for it.

The lower manifolds have variable flaps, the upper has variable length runners to assist cylinder distribution. Obviously still made to a price but the thinking is there.

Twin DBW throttles. Quad variable cam.

Major downsides of this engine:

- Direct injection (so no port injection to assist carbon cleaning/deposit removal) - carbon deposits K/O efficiency and ongoing maintenance $

- management of any aftermarket system not closed loop (ie. holley/aquamist/NOS standalones not suitable).

- heat soak (big headers, and large integrated cats between gearbox and firewall, radiating heat into the (plastic) intake (tight packaging)

- headers are an engine out job

Opportunity:

I am looking to add WMI which can either be pre throttle body or direct injection into each runner. I have the spare upper half of the manifold as pictured, but have not seen any data (snow/aquamist etc) that back to backs the 2 (pre throttle body vs direct port). Obviously as closely matched per cylinder is the best possible outcome (but with no individual lambda sensor or EGT, it will still be an average of each bank). Extra mixing for homogeneous mixture through the valve may be more beneficial pre throttle body?

Whilst ‘different’, wet nitrous will assist in a similarfashion. Same concerns about placement and distribution exist. Based on fuel reserves for supercharged cars, 100-150 crank hp is manageable. Not much a specific gain (per pot) but definitely will be noticeable. The fuel solenoids can be triggered to achieve ‘the same intent’ as wmi (without needing tanks, pumps, flow and pressure monitoring etc). Have not seen a pressure rating for fuel solenoids, so the DI might kill this idea. Unless I jhack the OE low pressure side up?

Largely, management (standalone nitrous or wmi controllers won’t integrate to the chassis) is the biggest issue regardless. Trying to find the best option here at the moment (maybe Syvecs OEX when it gets some runs on the board).

Main objectives:

- improved engine performance due to cleanliness of plenum

- reduced maintenance costs

- performance increase

- small amount more fun at 1/8 dial in events with mates

When I am confident in legitimately managing the system, the hardware and mechanicals won't stress me too much for an install.

I've recently found HP tuners can tune the car (says the website), which is quite impressive (compared to OTS flashes). So will inquire there regarding my intentions. That said, the chassis integration and transmission understanding is a pre-requisite.

Conundrum:

- most that play with this chassis don't use N20

- most that use N20, don't play with the chassis

(Ie. generic outlet/distributor information hasn't yielded the detailed information required yet).

Bosch MED17.1 ECU (OE)

I'm hoping there is a file out there with the CAN definitions for the car that suit as inputs

- MAP, temps, pressures, engine position, injection data etc

If someone in Aus knows how to wrangle that with a stock ecu it would probably be https://www.galano.com.au/

If you are running a wet shot you would take fuel from the pump supply from fuel tank, not interact with high pressure system.

Without an ignition timing correction it will be over advanced, especially if it's straight in and not PWM controlled to ramp in a similar torque increase across the rev range.

Hi Michael,

Amusingly, I did speak with Chris about this on the phone just before Christmas - in agreeance that the OEX from Syvecs needs more runs on the board to prove its use case. But, he was "just one" contact" at the time. Figured a broader audience cannot hurt. But, maybe HP tuners works too. Will have to find if there is any (enough) I/O that can be used with it.

I found a threaded plug on the end of a fuel rail, which was motivating for a neat install, hence the motivation to use that supply point.

I absolutely would not lunch this engine without the requisite inputs for a quality calibration. It's not like an SR20 where there is one in every shed unfortunately. Have not found a reliable source to decode the messages from OE.

Might plug a ross-tech VCDS in later and see what I can find.

I imagine you could potentially repurpose exhaust gas recirculation or charcoal canister control outputs, the question is how much editing to the logic conditions or control tables you can do in the various software packages.