Let me look over the car and see who made the kit.. Nozzle was about 8" away from TB.. Ill measure distance as well..

 

Mike continues to post without explaining his findings. Now another car with cylinder 2 damage. What Meth kit. What failsafe. Nozzle(s) placement. What was the a/f curve?

E85 can clogs injectors. Depending on the time of year, E85 octane varies and requires a revised tune.

93 OCT FTW

 

Pump gas.. Nobody running e85 and meth that has a brain.. I cant tell you the fuel curve when they get towed in blown up.. Im going to find out whos kit..

As i said ill find out what kit.. Answer my question though.. if the METH is WORKING.. meaning pumping, flowing, spraying perfect how will the failsafe fix 2cyl lean and cracked and 2 PERFECT??

I have never installed a meth kit in 3 years so im searching for info myself..

Mike

 

It's not a matter of just WORKING. If he has the nozzle too far or too close to the TB then he will not flow or atomize properly.

You have the car. Where is the nozzle placed ...size nozzle and kit setup.

 

I'll have to admit a methanol system is one hell of a crude method to get the stuff into the chamber, but I just can't visulize a properly atomized misted charge failing to reach a certain cylinder. What I can visulize is a malfunctioning system or an overtimed spark causing high enough cyl head temps to preignite and shatter one cyl. Just depends on what cyl hits autoignition temp first, 1 and 4 are probably hotter from a higher scroll load.

 

Its like a dry nitrous kit. Theres no way it will be a perfect spread but its also not going to just skip a cylinder. Does the boost charge coming in at a lower pressure miss a cylinder? An engine is a large vacuum. All cylinders pull equally if the engine is operating properly. As the mist is sprayed its atomized, combined with the charge air, and sucked in. It will find its way into every cylinder. Unless of course there is inadaquate flow or pressure Ie: a bad system, an obstruction the causes the mist to pool, or a bad ring causing loss of compression. Back in the day the #4 cylinder was a problem in older 4g63s because it got fuel dead last.

 

i have a hard time imagining an intake manifold, with the TB at one end, being able to distribute air and fuel perfectly even.
i'm not engineer, and believe i'm wrong. just saying i can't picture it being possible, in my head.

 

How close to the intake manifold is the meth added?
It may be possible that as the meth inters the incoming air it is immediately pushed, (imagine it now flows as a layer in the pipe not having the time or energy to reach across the full width of the pipe) and enters the intake manifold in a repetitive fashion depending on pressure, air speed and calc load.

just a thought

 

MIke,

So far, lots of discussion based on a few pictures of the pistons and no WMI system picture. More details please! We are going around in circles and nowhere fast.

CSI-EVOM team

 

I believe the issue is a priming problem. Also probably directly related to non-progressive kits aka on/off. The meth is not flowing to all the cynlinders on a non primed line.

Using my setup for example. During a WOT pull from a 2500 -7500rpm pull my meth hits right at 4250 almost on the dot. I am using a non progressive kit that goes full spray above 12psi. With most tunes with meth and large size nozzles you have to pull out a ton of fuel at that *point*

If you jump on the car with a line that doesn't have meth in it. Step on it in the same situation without a failsafe the fuel that the ecu expects to be there will not be there until the pump activates. The meth has to be pulled from the tank, flow through the line(this is worse if you have a trunk mount setup) out the nozzle, atomizes...etc. Now the time it takes to do all that you've probably hit 5000rpm or so by now.

A good failsafe will alert you, switch maps, cut boost if the fuel is out of a certain threshold. Back to the scenario. 5000 rpm meth finally hits but the first amount is just enough for cynlinders 3 and 4. The nozzle is not @ 100% flow so it's not even distribution. Maybe by 5200 -5500 rpm the full flow has been met and all cylinders are receiving equal or adequate amounts of meth. This happening on multiple occasions = damaged / cracked cylinder 1 and 2.

 

i THINK OP's point may be that even with fail safes and a properly-operating system, there is no way to guarantee even distribution of methanol.
if we could run widebands on each cylinder, that would be awesome. four EGTs would tell us, wouldn't it?
according to what the OP is saying, with a proper meth kit working the way it should, you would see leaner conditions on the first two cylinders. maybe not ALL the time, but it only takes once.
i know with our hondas, we had one cylinder that would always be the one to fault. the reason being: fuel. that cylinder typically saw less fuel than the rest. from that experience, i can see how one cylinder may get less meth than the others.

 

This is why 5.0L mustangs have an intake shaped the way they do. Despite its design specific intake manifold even Subaru's attempt to keep airflow has a lean cylinder.

 

Not to mention, you typical variable pump speed based meth kit has **** for spray pattern until it gets up to full speed/pressure. I imagine a lot of part throttle on a variable speed kit with a poorly placed nozzle could do this...

 

anyone happen to know if the SMC kit is progressive or on/off?

 

Meanwhile until some inputs from Mike, discussion continues.

Kai,
The SMC is a PPS (progressive pump speed system). They have decided to call it a day and stop making wmi systems and have moved on.

Scheides,
One old thread put some weights on your suspicion here on PPS system.