I did a search and found alot of answere's,but I couldn't find anybody making over 1000rwhp and using 100% methanol. Would 100% methanol be safe to use with this much power,with a little race fuel and 93 mix. I am in the process of installing my extra 4 fuel injector's,but if the methanol will do the same and I don't have to run as much race fuel,I would like to do that.Thank's

 

man the little i know about it, i would probably say 100% methanol seem like it would be possible. and ditch the intercooler.

 

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It's good for 2500 HP plus. I like E-100 more, because it's non petroleum. Pure alcohol, either kind is good for more than anything you will ever make. Thousands of guys run 100%. Will not work with stock injectors. Good luck.

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he's talking about using it as extra fuel WITH regular gas not running his car completely on methanol. At least thats the way I'm taking it.

 

https://ls1tech.com/forums/forced-induction/845327-14-5-1-compression-single-106mm.html CHECK THAT OUT MAY HELP A LIL BIT

 

I would just run straight methanol. Methanol and gas only really works well when you are running small amounts of methanol (meth injection) for cooling and octane boost. The thing about methanol is it loves to be run RICH (.60 lambda), and gas likes life at ~.85 lamdba, so tuning becomes a little difficult.

You can also do stupid things with methanol (11.5:1 compression, 50psi) as long as the tune is right

 

Straight Methanol requires too much maintenance for a street car.
If you can find e85 or e100 (pure ethanol) you will be much better off.
Ethanol based fuels are much easier on the fuel system.

 

For supplemental injection 100% methanol is perfectly ok, i use to run 35psi on pump gas and a m7 nozzle on my evo with a 67mm turbo.

For Methanol or ethanol as a primary fuel it takes a complete overhaul of the fuel system and depending on the power you want to make a mechanical pump or the weldon 1600A.

You have to run a methanol car at around 4.0-4.5:1 AF to keep the motor alive.

 

Holly **** thats rich!

 

Absolutely! We have numerous customer who are running pump gas (91 or 93 octane) and water methanol injection, supporting well over a 1000 horsepower. Some are even non-intercooled.

I noticed your running twin turbochargers. By placing the nozzle or nozzles pre-turbocharger or centrifugal and injecting a fine precise amount of water/methanol into the air inlet of the turbocharger, can have a dramatic positive effect on compressor efficiency while substantially lowering discharge temperatures at the source. Users can expect to see a 70-160+ degree drop in air charge temperatures on 8-25 psi applications. While reductions of 160-240+degree’s can be had on 25-60+ psi high boost applications such as diesels.

How is this possible?

When water methanol is first injected we are able to begin slightly cooling the incoming air entering the compressor. This air is relatively cool depending on the ambient temperature of the day. Additionally, it has yet to be compressed and heated. Depending on the temperature of the day and how the air inlet is plumped and where the air is being drawn in from, the incoming air commonly ranges between 5-10 degree’s above ambient. Cooling at this stage is insignificant. More importantly, we are dramatically cooling the air that is being compressed and heated within the turbocharger.

It’s important to understand it is here that the heat is being generated.

A turbochargers impeller can spin at an astonishing speed between 100,000- 150,000 rpms. Between each pair of blades on an impeller exists a wedge shaped open void which the air fills in. As the impeller is spinning, this wedge shaped air pocket is subjected to tremendous centrifugal forces and is forced outward away from the center of the impeller to the outer edges. It is here where the air begins to stack up and compress against the compressor housing forming the heat. As the compressed air heats up, it try’s to expand, making it now more difficult for the compressed expanding gases to exit the turbocharger. In addition, this compressed, less dense, hot air is taking up more space within the compressor limiting new incoming air from being processed. Further more, the hot compressed air exiting the turbocharger is less dense as it has been heated significantly. Therefore, containing less power producing oxygen while making the engine considerably more prone to detonation.

By cooling the air being compressed within the turbocharger, the compressed air is now substantially cooler, more dense, taking less space allowing us to pack more air through the turbocharger. Additionally, it has less outward pressure as the compressed air is trying to exit the turbocharger thereby allowing for more air to exiting the compressor. In turn, allowing for more air to enter and pass through the turbocharger. This leads us to our second benefit. Improved turbocharger efficiency.

All of this results in improved turbocharger efficiency. Because of this improved efficiency the turbocharger does not have to work as hard to produce the same amount of boost as without the water methanol injection. In turn it improves the maximum mass air flow of the turbocharger. Thereby, making a smaller turbocharger now perform like a larger turbocharger with the addition of the water methanol injection.

Lastly, as already mentioned above, pre-turbocharger injection substantially lowers the discharge temperatures exiting the turbocharger. The engine is now less prone to detonation through this reduction in air charge temperatures. Furthermore, the use of an intercooler is dramatically reduced and in some applications no longer needed as it may not offer substantial further cooling effects in return for the pressure drop caused but it. Removal of the intercooler could now offer a further increase in boost pressure at the engine as well as turbocharger efficiency.

While all of this sounds very exciting. To do this properly requires proper sizing of the nozzles in relation to the turbocharger size and output. Additionally, the type fluid being used also effects the size of the nozzle selected. When done properly, very little of the water methanol mist injected into the inlet of the turbocharger survives the process. Thereby, discharging a much cooler air charge with a relativity high humidity with very little or no water methanol droplets present.

When injecting water, we can quickly over saturate the air charge and have an excess of fluid discharging the turbocharger. Water has a much higher latent heat of vaporization, nearly double that of methanol, and does not flash (instantly evaporate) like that of methanol or other alcohols when injected into a hot air stream. Therefore, a smaller nozzle must be used when spraying pure water.

A better choice for pre-turbocharger injection is a greater concentration of methanol vs. water or pure methanol. Methanol instantly flashes (evaporating) as soon as it enters into the turbocharger and meets the heat within it. This alone dramatically reduces the amount of actual fluid exiting the turbocharger. Additionally, methanol offers much greater cooling effect then water. Furthermore, methanol is also less dense then water thereby having a softer impact on the impeller. The specific gravity of pure methanol is .792 @ 68° F compared to water which is 1.00 @ 64° F.

 

We run dual nozzle kits running full tilt with no problems.Have run up to 950rwhp on a blower car on straight 93 octain/meth.Figure it easilly takes 100-150hp to turn the belt so 1000rwhp is comparable with a turbo.

 

Steve Morris of Steve Morris Racing Engines has personally made over 1700+ horsepower using only 93 octane pump gas in combination with pure water injection, on a built big block Chevy ProCharged non-intercooled carbureted blow-threw application. See link below.

http://www.stevemorrisracingengines....ticle-SMRE.pdf

 

There is some great info in this thread.

Thanks guys. I'll need it in the future I'm sure.

 

If your looking for a great deal on a water methanol injection systems be sure to check out our group purchase listed here on the forum.