[cole930]

Gimp,

Do to the fact I did not publish this, I just quoted it; I didn't have to explain it. Here is their explanation. Try not to fall asleep.

Quote: While that may sound funny detonation and pre-ignition are certainly no laughing matter when it comes to supercharged, turbocharged and naturally aspirated engines. As you probably already know, detonation (aka “knock”) is a serious concern in the world of forced induction engines and can often lead to blown head gaskets, pitting of pistons, scored cylinders or even worse, catastrophic engine failure such as broken connecting rods and pistons if left untreated. With the addition of a supercharger or turbocharger, you must take additional measures to avoid it. Normally, the common solution is higher-octane fuels or some form of intercooler (i.e. air-to-air or air-to-water). But, before we get ahead of ourselves, let’s start from the beginning.

Before we can understand detonation and pre-ignition we must first discuss and understand the normal combustion process. Under ideal conditions, the common internal combustion piston gasoline engine burns it's air/fuel mixture in the cylinder in an orderly and controlled fashion.

Normal combustion is started at the spark plug some 15-40 crankshaft degrees prior to TDC (top dead center) depending on rpm and engine load. The spark plug produces an electrical spark that jumps a small gap from it's center electrode to it's ground electrode. This spark, if the air/fuel mix is within the ideal flammable range for the fuel, initiates combustion. The initial phase forms a small flame kernel approximately the size of the spark plug gap. For the first few milliseconds of the combustion process, this flame kernel is struggling to survive, producing only slightly more heat than is necessary to continue the combustion process. As it grows in size its heat output increases, allowing it to grow even faster. After this early slow burn phase passes, the flame kernel grows much faster, expanding rapidly across the combustion chamber. During this process, the flame kernel transforms from it's original small round flame kernel into complex fingers of burning fuel. These fingers have a much greater surface area than a simple spherical ball of flame would have, thus greatly accelerating the combustion process. This is why ignition advance is necessary as it allows time for the flame front to travel and move throughout the air/fuel mixture and combustion chamber at a rate ideal for the engine at that rpm and load..

During this process, the piston is continuing on it's way to top dead center in which it is further compressing this burning air/fuel mixture and expanding gases. Cylinder pressures rapidly increase as the piston makes it‘s way up and over TDC (top dead center). It's at this point in which it begins to use this power to drive the piston down on what's called the "power stroke". Actual maximum cylinder pressure is achieved a few crankshaft degree's after the piston passes TDC. There by giving the piston a harder push when its speed and mechanical advantage on the crank shaft gives the best recovery of force from the expanding gases.

Detonation occurs when the air/fuel mixture that is ahead of the flame front ignites before the flame front arrives. It is believed the air/fuel mixture ahead of the flame front self ignites due to the pressure and heat of the advancing original flame front. Under these conditions, the combustion becomes uncontrolled and sporadic, producing a violent explosion that creates a “pinging” or “knock “ sound. During this process, cylinder pressures can raise rapidly, beyond the limits of the pistons or rods, leading to engine failure. If your luck only the head gasket will blow out.

Pre-ignition is a different phenomenon from detonation as explained above. It occurs when the air/fuel mixture in the cylinder (or even just entering the cylinder) ignites before the spark plug fires. This pre-ignition is caused by an ignition source other than the spark plug. Such alternate ignition sources include, excessive heat and pressure. Spark plugs with a heat range too hot for the conditions. Spark plugs with to high of a heat range will run hot enough to burn off deposits that lead to plug fouling in a worn engine, but the electrode of the plug itself can occasionally heat soak, and begin glowing hot enough to become an uncontrolled ignition source on its own. Another common source is carbon build up in a combustion chamber. Carbon build up can also become heat soaked to the point where it is glowing red hot and ignite the air-fuel mixture before the proper time. Under these circumstances, known as "pre-ignition", the piston will be traveling up towards an on coming wave of exploding gases. This places a tremendous amount of pressure on top of the pistons and on down to the connecting rods and crankshaft. These are the most unfavorable kinds of conditions, which can bend and break connecting rods, score cylinder walls, break piston rings/lands, destroy pistons and worse complete catastrophic engine failure.

So What Does Water Methanol Injection Have To Do With All Of This?
In simple terms, water methanol injection protects your engine and the investment you have in it, by reducing and eliminating engine damaging detonation and pre-ignition, while safely allowing you to run more boost and timing for increased horsepower. How does it do it? Here’s a quick summary below.


Jimmer,

If it helps prevent detonation I will be satisfied. If it doesn't I'm sure there is someone in the classifieds that's as gullable as I was !!!!!

If I get bored with filling it I can just drink more and piss in it !!!!

But I'm going to have to stop soon ------- I'm running out of room.


Cole