Range required to cross the nulla

[Busman]

No intercooler on the old 2 strokes, was intending to mist into the area between the air cleaner and the turbo.
The nozzles I am using are 8 ltr/per hour and by memory the droplet size was 10 micron, but that was at 1,000 psi used for fogging in a propagation situation. Got a 100 or so, so silly not to use. I am only going for a 160 psi pump though, so droplet size will be bigger, but is still pretty fine.
There are quite a few companies in the states making a living out of selling the kits.
Bit like propane injection I think, many doomsayers but again companies making a living from it, so can't all be bad.

Dirk and I are on an american bus nuts forum where 1 of the guys has just added propane injection to his second bus, after it was so successful on the first, he is dynoing it later today so will be interesting to see the difference. No kit just cobbled together himself, injecting through a small nozzle at 7 psi from memory, just used on hills.

[T1 Terry]

Trying to stop the mist condensing into droplets that combine into bigger rain drops will be a nightmare. Mist spray into a turbo intake results in shredded compressor blades if the droplets are too big and this metal goes through the engine, in you case through the blower rotors. 14yrs of experience with this as it was one of my specialties for high boost street drag class cars and it took me quite a while and $$ to get it right, but it really is impressive when you do.
Injecting before the turbo is a no no, the turbo acts as a centrifuge and throws all the water to the outer walls of the housing, that would then hit the blower rotors as a near solid mass at the speed it would be travelling. Possibly injecting below the blower or directly at the cyl liner transfer ports but timing would be critical to avoid piston wetting and water in the oil as a result.
I remember working on a 3 cyl GM diesel that had been used by the TAFE for experiments with water injection and the damage was significant to the blower rotors and drive gears, pistons and rings, liners and piston crowns, but we were not given any information regarding the nozzle sizing and misting used and we expect they tried a lot of different methods until the killed the engine. In this case death was via rust, the cyl liners rusted because not all the water was expelled before the engine was shut down each time and we think it may have sat for a week or more with water droplets in the cyl area. The rings and piston lands were damaged as were the cyl surfaces, the blower rotor faces were pock marked and rust had formed in the area around the intake transfer ports. The whole idea was abandoned, this was back in the early '80's.

T1 Terry

[bagmaker]

could we inject grey water??

[Busman]

NO

[jon_d]

Mist the intercooler. The mist will take the heat out of the cooler and the air.

[BruceS]

Me thinks the plumbing required might create a problem.
I've often wondered about the double compressing of air on a TT Detroit engine.
Letting my thinking go here...........
Maybe a cooler before the turbo, a cooler after the turbo to cool the compressed air and then after the blower .............
Naaa! Just transplant a 892TTA ...........

[T1 Terry]

Mist the intercooler. The mist will take the heat out of the cooler and the air.

Apparently there is no intercooler in this unit, a 6V92T.... I'm assuming it is a turbo assisted unit. A water to air intercooler between the turbo and blower is an option, just a radiator in sealed box with its own pump and coolant, possibly a 50/50 metho mix to carry more heat as it would have a lower boiling point.

T1 Terry

[Wilbor]

I had a 8V92 GM in a boat many moons ago. It did not have a turbo but was supercharged, I thought that was how all these 2 stroke GM's were configured!!

[T1 Terry]

I had a 8V92 GM in a boat many moons ago. It did not have a turbo but was supercharged, I thought that was how all these 2 stroke GM's were configured!!

Not actually a supercharger as such, it is a blower as the 2 stoke design requires the air to be blown in through the transfer ports in the lower section of the cyl liner and an the piston acts as the intake valve, air can only flow into the cyl when the piston is below the top of the transfer port. The valve timing is such that the exhaust valves remain open unit the piston closes the transfer port to allow complete cyl exhaust scavenging. This means no pressure above atmospheric pressure in the cyl at the point the transfer port is closed... no supercharging but the exhaust is blown out of the cyl.
This blower requires engine power to drive it, by adding the turbo the exhaust valve timing can be altered so the exhaust valves close while the transfer ports are still open.... increased pressure in the cyl so a supercharging effect or increase in volumetric efficiency, 92 cubic inchs of swept volume in the cyl but around 150 cubic inches of air in there with a 0.5bar boost pressure (7lb)
By force feeding the blower it can move more air yet require less power from the engine to drive it so the exhaust scavenging is more effective and more power can be produced per stroke.

Eyes rolling yet

[BruceS]

And we won't mention what happens when the spline on the blower shaft strips!!
My heart still beats faster thinking about it!