Meth nozzles locations ?
Senior Member
Joined: Jul 2007
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From: FLA
2004 E55
I don't know, but the hot air that is not diserable is coming right after the supercharger, which means you must have one nozzle somewhere after SC whether before IC or after IC but you MUST have nozzle there. You can have pre TB (there will be some vaccum so you need to compensate for it) or Post TB nozzle but if you don't have a nozzle after SC then hot air is still there ...
Bottom of the line, one nozzle = either before IC or after IC.
Please someone corrects if i am wrong.
Bottom of the line, one nozzle = either before IC or after IC.
Please someone corrects if i am wrong.
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From: Long Island, NY
Whatever we're tuning!
With a M3 nozzle, there is such a small amount that is actually being sprayed, the meth will cool the rotors and help with the sealing for maximum boost. I've had numerous discussions with Dan Labonte about the M113k's and, while the second nozzle placement he recommended originally didn't really work because of the proximity to the MAP and IAT sensors, the pre-blower location did.
You can always just use a single nozzle before the intercooler if you have any reservations about spraying into the blower.
You can always just use a single nozzle before the intercooler if you have any reservations about spraying into the blower.
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From: London, UK
No longer stock '06 E55, A3 3.2 Quattro, GLE 400d, R107 280SL, Golf Polo
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From: Orbiting the planet
This place is a joke.
Ive been running water/meth for over a year, I think I was the first success story that I remember seeing.
Ive tried one nozzle and two, Ive had it pre IC and post and my current is a M3 pre TB and a #7 pre IC. the difference is around 30 degrees having it pre IC vs Post, I moved mine for 2 reasons, one I wanted a more accurate picture of IAT temps and also I had gone through 2 map sensors in a years time frame.
Ive tried one nozzle and two, Ive had it pre IC and post and my current is a M3 pre TB and a #7 pre IC. the difference is around 30 degrees having it pre IC vs Post, I moved mine for 2 reasons, one I wanted a more accurate picture of IAT temps and also I had gone through 2 map sensors in a years time frame.
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From: America
04 E55 AMG
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From: Orbiting the planet
This place is a joke.
I spoke with Devil's Own today. The only way they recommend spraying pre-intercooler is with a drain **** installed there as the mist will hit the core and tend to puddle. When puddles form bad things can happen,they recommend setting it up to minimize any chance of bad things happening. They were good with spraying pre SC and set up many systems this way without problems. I will do the dual system, because I think keeping the SC itself cool is a good start. #3 in the inlet pre-SC, #7 at the Shardul location. (That is the techical term) My opinion, the benefit is a smaller nozzle here for better evaporation and less liquid to foul the map sensor or wet the iat sensor. This also allows access to both nozzles without pulling the sc. If the map sensor fouls I will have an aluminium standoff (spacer) made
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From: Orbiting the planet
This place is a joke.
(continued) to move the sensor further away.Hopefully I will have a report in a couple weeks. I may possibly run a slightly leaner tune around 12.0 before meth but leave the timing as-is. Just thinking aloud as I don't have experience with this.
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From: Orbiting the planet
This place is a joke.
From what I can find, all the companies who sell the systems say it's OK to run it before the S/C. Will it wear the coating on our rotors? I guess I'll find out. If it does, there doesn't seem to be any detrimental effects. You'll find 1000 different opinions on either side of the fence too. There are also different types of coatings.
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From: Orbiting the planet
This place is a joke.
I just go by what the Meth kit companies say:
From Snow:
To add some information to this thread, we have been doing pre-rotor injection for years on all types of positive displacement blower without issue. In fact we recently had a gentleman post on our forums who runs an M90 Eaton blower on a Mercury Marauder. After a lot of heavy injection, he had the blower removed for porting. It looked brand new. We also had an employee with an 04 Mustang Cobra who did a lot of hard driving and is still using the system, probably 3 years plus of injection now with no problems whatsoever.
This not only makes installation easier, it also greatly reduces the blower case temperature and avoids heat soak on repeated runs.
From Snow:
To add some information to this thread, we have been doing pre-rotor injection for years on all types of positive displacement blower without issue. In fact we recently had a gentleman post on our forums who runs an M90 Eaton blower on a Mercury Marauder. After a lot of heavy injection, he had the blower removed for porting. It looked brand new. We also had an employee with an 04 Mustang Cobra who did a lot of hard driving and is still using the system, probably 3 years plus of injection now with no problems whatsoever.
This not only makes installation easier, it also greatly reduces the blower case temperature and avoids heat soak on repeated runs.
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Joined: Mar 2013
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From: America
04 E55 AMG
Hey many different types of superchargers and certain ones are more efficient than others and had better compression for forced induction, our Lyshom twinscrew superchargers are more efficient compared to the others....to diminish that coating and seal I don't see a benefit..... Going to put a link that you can read and there's another six pages of it, it's very informative and might help us understand all superchargers a little better, on the left side of the website it gives information on all types of vehicle maintenance....http://www.custom-car.us/superchargers/basics.aspx
Last edited by MAN55LE; Mar 4, 2014 at 12:10 AM.
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From: Orbiting the planet
This place is a joke.
I think that will be counter productive, as the IAT will still see a high temp and pull timing. Then you have the richer mixture to deal with from the meth. I just want to keep my ECU from dumping timing more than anything else.
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From: Streets of SoFlo
you to Hate
My IATs never went over 110 because I had ice in the tank and two HE with two pumps (one rear mounted) and it was 48*. 
I disagree. The lower combustion chamber temps allows max timing for the programming. Water/meth slows the burn rate making smoother power and allowing higher pressures without detonation.
I was also able to maintain peak power through redline.
I was also able to maintain peak power through redline.
Last edited by RedBullJnky; Mar 5, 2014 at 08:29 AM.
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From: SE MI
2005 Mercedes E55 AMG
My IATs never went over 110 because I had ice in the tank and two HE with two pumps (one rear mounted) and it was 48*.
I disagree. The lower combustion chamber temps allows max timing for the programming. Water/meth slows the burn rate making smoother power and allowing higher pressures without detonation.
I was also able to maintain peak power through redline.
I disagree. The lower combustion chamber temps allows max timing for the programming. Water/meth slows the burn rate making smoother power and allowing higher pressures without detonation.
I was also able to maintain peak power through redline.
I have mine halfway between the end of the core and the IAT sensor, as close to horizontal as I could get it. I'm on E85 so I'm running straight water instead of a meth mix.
Before the water injection, on a 60-130mph pull my IATs would run 80-155°F.
After the water injection, on a 60-130mph pull my IATs would run 80-95°F and flatline... effectively teetering that 95°F barrier when the ECU starts to pull timing
