I wasn’t sure you had the GEP engine. I thought it had the 4911 IP. Thanks for clarifying. No, no fuel rate change with the water injection. I get black smoke at low rpm or low boost before the water injection starts. I don’t think I need more fuel. I also have never wanted for power. I only have to slow down for engine coolant temps, not for lack of thrust. I only have a single EGT probe. It is where the crossover exhaust ties into the turbo exhaust inlet. Before the water injection I could hit 1200° with ease. The highest I have hit is 950° with the water injection only once and that was climbing a high pass in Colorado. I knew the pass was less than a mile away and just stayed in the power thinking the coolant would cool coasting down the other side.
I combined two videos to make this one. Doing that the video was cropped. Which cut off the throttle percentage at the bottom and the Nitrous Express controller in the top. Here is a non cropped version: ua-cam.com/video/hbw7SzdnZwg/v-deo.html
Hi, where exactly did you install the nozzle? In the crossover that connects the two air intake manifolds? Right in the middle? Or closer to the turbo output, on the right (passenger) side, as it is not totally symmetrical. Thanks! EDIT - I missed that you have a Banks turbo, I am not familiar with it and it sounds like it's different than the GM7 center Turbo. The question remains about the nozzle location, I presume it's after the turbo? About how many inches from the air intake manifold(s)?
Yes, it is a Sidewinder. Same basic turbo location as the GM turbo until 2000. Here is a video of my system plumbing: ua-cam.com/video/A9TNBMHErEw/v-deo.html If you have the GM center mount then I suggest you buy an extra cross over casting on eBay. They are less than $100 if you look. Then drill and tap two mounts. One for each cylinder bank. I ended up with a #8 nozzle on mine. Putting a pair of #4 nozzles at the top of the crossover as if goes down into the bank runners should work perfect. Then if you don’t like it removal is just swapping the cross over back to stock.
@@timsteachablemoments1786 I found and watched your other videos, what an excellent resource of info. I appreciate (and I am sure others do too) how you took the time to share your builds and capture so many key details. You read my mind about buying that extra cross-over on eBay and also about going with two nozzles, one for each runner. I also considered getting two extra runners and do local injection at each cylinder for having an even distribution because when the mist travels over longer distance and not so straight passages, I am thinking it would exit the atomized suspension and most likely the front cylinders don't get the same advantage/ exposure as the rear cylinders that are closer to the nozzle. I will try to experiment and let you know the findings. How about the DB2 injection pump, did you increase the fuel supply and/or timing? If yes, by how much? Thanks again for sharing your knowledge!
I’m glad you like the videos. Thanks. I suggest you call the help line for Snow Performance. It is 3 guys in a room that love talking about vehicles and making them perform better. They know charge air flow better than I do. They seemed really interested in my side turbo with a center mount turbo intake set up and asked me to call back telling them how it worked once I had it all together. My thoughts on 8 nozzles is it might make a plumbing problem and potential leak points. One nozzle loose or gone will just destroy even level ground performance. My engine is a 6.5 with a 6.5 DB2. When I had to get it rebuilt I asked the shop to set it to 4911 specs. The 4911 IP was what GM used on the 1993 Turbo engines with the DB2. Bigger plungers than the 6.2 IP.
@@timsteachablemoments1786 Yes, I am talking with the Snow Performance guys about the setup, and you are closer to the situation as you have direct first hand experience with the same engine I am using, which is a GEP 6.5L Turbo (factory setup on a REV Humvee) which comes with with a 4911 IP. From what you are saying the shop didn't increase the fuel supply at all? To take advantage of the water-meth setup? You could run more fuel and get more power while mainlining safer EGTs due to the water-meth cooling. Where is the EGT probe installed? Close to one of the rear cylinders (on the exhaust manifold) or closer to the turbo?
I wasn’t sure you had the GEP engine. I thought it had the 4911 IP. Thanks for clarifying.
No, no fuel rate change with the water injection. I get black smoke at low rpm or low boost before the water injection starts. I don’t think I need more fuel. I also have never wanted for power. I only have to slow down for engine coolant temps, not for lack of thrust.
I only have a single EGT probe. It is where the crossover exhaust ties into the turbo exhaust inlet. Before the water injection I could hit 1200° with ease. The highest I have hit is 950° with the water injection only once and that was climbing a high pass in Colorado. I knew the pass was less than a mile away and just stayed in the power thinking the coolant would cool coasting down the other side.
Can you do a walk about video of your truck with sound clips like Drive-bys and revving?
Sure. If might me a few days or weeks but yes, I will make that.
I combined two videos to make this one. Doing that the video was cropped. Which cut off the throttle percentage at the bottom and the Nitrous Express controller in the top. Here is a non cropped version:
ua-cam.com/video/hbw7SzdnZwg/v-deo.html
It is a HGM Electronics Compushift 4L80E controller.
Cool
Hi, where exactly did you install the nozzle? In the crossover that connects the two air intake manifolds? Right in the middle? Or closer to the turbo output, on the right (passenger) side, as it is not totally symmetrical. Thanks!
EDIT - I missed that you have a Banks turbo, I am not familiar with it and it sounds like it's different than the GM7 center Turbo.
The question remains about the nozzle location, I presume it's after the turbo? About how many inches from the air intake manifold(s)?
Yes, it is a Sidewinder. Same basic turbo location as the GM turbo until 2000. Here is a video of my system plumbing:
ua-cam.com/video/A9TNBMHErEw/v-deo.html
If you have the GM center mount then I suggest you buy an extra cross over casting on eBay. They are less than $100 if you look. Then drill and tap two mounts. One for each cylinder bank. I ended up with a #8 nozzle on mine. Putting a pair of #4 nozzles at the top of the crossover as if goes down into the bank runners should work perfect. Then if you don’t like it removal is just swapping the cross over back to stock.
@@timsteachablemoments1786 I found and watched your other videos, what an excellent resource of info. I appreciate (and I am sure others do too) how you took the time to share your builds and capture so many key details. You read my mind about buying that extra cross-over on eBay and also about going with two nozzles, one for each runner. I also considered getting two extra runners and do local injection at each cylinder for having an even distribution because when the mist travels over longer distance and not so straight passages, I am thinking it would exit the atomized suspension and most likely the front cylinders don't get the same advantage/ exposure as the rear cylinders that are closer to the nozzle. I will try to experiment and let you know the findings.
How about the DB2 injection pump, did you increase the fuel supply and/or timing? If yes, by how much?
Thanks again for sharing your knowledge!
I’m glad you like the videos. Thanks.
I suggest you call the help line for Snow Performance. It is 3 guys in a room that love talking about vehicles and making them perform better. They know charge air flow better than I do. They seemed really interested in my side turbo with a center mount turbo intake set up and asked me to call back telling them how it worked once I had it all together.
My thoughts on 8 nozzles is it might make a plumbing problem and potential leak points. One nozzle loose or gone will just destroy even level ground performance.
My engine is a 6.5 with a 6.5 DB2. When I had to get it rebuilt I asked the shop to set it to 4911 specs. The 4911 IP was what GM used on the 1993 Turbo engines with the DB2. Bigger plungers than the 6.2 IP.
@@timsteachablemoments1786 Yes, I am talking with the Snow Performance guys about the setup, and you are closer to the situation as you have direct first hand experience with the same engine I am using, which is a GEP 6.5L Turbo (factory setup on a REV Humvee) which comes with with a 4911 IP.
From what you are saying the shop didn't increase the fuel supply at all? To take advantage of the water-meth setup?
You could run more fuel and get more power while mainlining safer EGTs due to the water-meth cooling.
Where is the EGT probe installed? Close to one of the rear cylinders (on the exhaust manifold) or closer to the turbo?
I have a video of my 86 6.2 sm465