Introducing the new DDS3 v8...
GETTING TO KNOW THE DDS3 v8
As water injection is playing a more and more important role in power tuning, there is more need to
have a "fail-safe" mechanism in place to detect the presence of water, thus preventing the engine
from damaging itself through excess heat causeing the onset of detonation. DDS3 water flow
monitoring system is designed to meet this criteria.
The latest DDS3 v8 hardware update allows the unit to work with virtually any water injection system
on the market. The 52mm Dash Gauge can be configured to detect a very wide flow range thanks
to the revised flow sensor translation software, supplying data to a high intensity 8-segment led
Bargraph display. The turbine flow sensor has also undergone a major mechanical enhancement to
increase its flow range. Extending the flow up from 450 to 1000 cc/min is only a few clicks on the
Sensor Calibration (CS) trimmer.
Failsafe detection circuitry has also been upgraded, it can now read Fuel injector duty cycle as well
as MAP sensor. This new feature allows the DDS3 to be integrated with many other non-Aquamist
water injection systems on the market seamlessly, All materials used are still 100% Methanol and
Ethanol compatible.
The complete kit comes with a water level sensor, a signal conditioning junction box, a turbine flow
sensor and a industry standard 52mm dash gauge. The gauge is backlit, automatic dimming for night
driving. The gauge is now so well equipped that one can build a complete single stage water
injection system (to be followed) by just adding a water pump, a relay and a spraying nozzle, with absolute
safety as standard.
As water injection is playing a more and more important role in power tuning, there is more need to
have a "fail-safe" mechanism in place to detect the presence of water, thus preventing the engine
from damaging itself through excess heat causeing the onset of detonation. DDS3 water flow
monitoring system is designed to meet this criteria.
The latest DDS3 v8 hardware update allows the unit to work with virtually any water injection system
on the market. The 52mm Dash Gauge can be configured to detect a very wide flow range thanks
to the revised flow sensor translation software, supplying data to a high intensity 8-segment led
Bargraph display. The turbine flow sensor has also undergone a major mechanical enhancement to
increase its flow range. Extending the flow up from 450 to 1000 cc/min is only a few clicks on the
Sensor Calibration (CS) trimmer.
Failsafe detection circuitry has also been upgraded, it can now read Fuel injector duty cycle as well
as MAP sensor. This new feature allows the DDS3 to be integrated with many other non-Aquamist
water injection systems on the market seamlessly, All materials used are still 100% Methanol and
Ethanol compatible.
The complete kit comes with a water level sensor, a signal conditioning junction box, a turbine flow
sensor and a industry standard 52mm dash gauge. The gauge is backlit, automatic dimming for night
driving. The gauge is now so well equipped that one can build a complete single stage water
injection system (to be followed) by just adding a water pump, a relay and a spraying nozzle, with absolute
safety as standard.
Last edited by Richard L; Jan 3, 2007 at 11:34 PM.
How does the MAP sensor trigger work? Water flow is only permitted if the MAP reads above a certain value? I see the reference to "page 15" above. Is the complete manual online somewhere?
I'm also a little confused by how the flow indicator would work with a progressive system, like the SMC kit. Those kits by nature flow more at higher boost than at lower boost, so to use the flow sensor window concept do you have to pick a threshold point where the flow sensor is going to pass judgment on whether you are in the window.
For example, if the start point is 15 psi and the max point is 22 psi, then the flow may be very little at 16 psi. If you set the flow window to accept the 16 psi flow as being within the window, then you might not get adequate warning of a problem when at higher boost (i.e., when you are getting 16 psi worth of water flow where the car is actually at 22 psi and should be getting a lot more).
It would seem that this sort of failsafe is better oriented to an on-off system, vs. a progressive system?
I'd appreciate any general explanation you can give of how to set this up with a progressive injection system.
Thanks,
Rich
I'm also a little confused by how the flow indicator would work with a progressive system, like the SMC kit. Those kits by nature flow more at higher boost than at lower boost, so to use the flow sensor window concept do you have to pick a threshold point where the flow sensor is going to pass judgment on whether you are in the window.
For example, if the start point is 15 psi and the max point is 22 psi, then the flow may be very little at 16 psi. If you set the flow window to accept the 16 psi flow as being within the window, then you might not get adequate warning of a problem when at higher boost (i.e., when you are getting 16 psi worth of water flow where the car is actually at 22 psi and should be getting a lot more).
It would seem that this sort of failsafe is better oriented to an on-off system, vs. a progressive system?
I'd appreciate any general explanation you can give of how to set this up with a progressive injection system.
Thanks,
Rich
Here is a link to the user manual.
I'm also a little confused by how the flow indicator would work with a progressive system, like the SMC kit. Those kits by nature flow more at higher boost than at lower boost, so to use the flow sensor window concept do you have to pick a threshold point where the flow sensor is going to pass judgment on whether you are in the window.
For example, if the start point is 15 psi and the max point is 22 psi, then the flow may be very little at 16 psi. If you set the flow window to accept the 16 psi flow as being within the window, then you might not get adequate warning of a problem when at higher boost (i.e., when you are getting 16 psi worth of water flow where the car is actually at 22 psi and should be getting a lot more).
For example, if the start point is 15 psi and the max point is 22 psi, then the flow may be very little at 16 psi. If you set the flow window to accept the 16 psi flow as being within the window, then you might not get adequate warning of a problem when at higher boost (i.e., when you are getting 16 psi worth of water flow where the car is actually at 22 psi and should be getting a lot more).
But it is not as bad as it suggestes. First of all, a pump speed progressive controller doesn't have a wide dynamic range, it can hardly doubling the initial flow. Nevertheless, it is progressive.
For less critical applications, you can set the actual flow inside DDS3's lo/hi window. It is about a 3-4 bars swings at the most. Partial blockage and leaky hose can be detected by the flow shifting within the set window. It should be detected by one of the failsafe threshold.
More refined fault detection (less known) can be achieved by feeding the MAP sensor voltage into the CS (sensor calibrating input). This input is inversed by design, as the Boost increases, the flow sensor become less sensitive. This has the effect of pinning the led bar-swing near the centre of the scale. Once this calibration is achieved, you can narrow the window gap.
There is a drawing back on this operation mode, none of the progressive system on the market can track the MAP sensor voltage linearly - pump speed is not directly linear to pressure and flow. Please read this link1 link2
for more information.
pm me if you want more indepth details of the DDS3v8.
The original DDS3 is perfectly suited for a single stage system. The v8 has made it more suitable for the progressive type system
Last edited by Richard L; Dec 21, 2006 at 03:30 PM.
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Richard - I am in the final stages of selected my kit. I have narrowed it down to this controller with one of your kits or a Snow Performance kit. Which of your kits would you reccomend for an 03 EVO thats mooded to about 350 - 375 whp range?
*whisper*.....aquamist.......
seriously, consider the following:
1) Transient response time - no wacky AFRs thru the gears
2) Consistent injectant droplet size
3) A pump that you will not be able to outflow
4) A failsafe thats unmatched
No kit out there can even do half the listed criteria for a good WAI system
seriously, consider the following:
1) Transient response time - no wacky AFRs thru the gears
2) Consistent injectant droplet size
3) A pump that you will not be able to outflow
4) A failsafe thats unmatched
No kit out there can even do half the listed criteria for a good WAI system
https://www.evolutionm.net/forums/sh...d.php?t=244100
pm me if you are interested.
How would the DDS3 failsafe be set up with an electronic boost controller? Would you still need the solenoid to cut boost, or could the DDS3 just cut power to the EBC (not sure if that is the same as turning "off" the controller, which results in wastegate pressure)?
Thanks.
Thanks.