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ptuning · 04-29-2013, 01:03 PM

Just thought we'd chime in here, since our name was mentioned in this thread.

First off, WMI is not snake oil. It's benefits, especially on this very high compression engine with boost, is as real as it gets. We know this through dyno testing and not through theorizing.

Can a tuner run 12psi or even 14 psi on 93 pump gas without it? Sure, but the timing is not going to even be in the same zip code as MBT.

You may start seeing a 3-5 WHP and even down to a 1-2 whp gain with the addition of each pound of boost beyond a certain level with 93 pump gas alone. Why? Because the timing will totally suck and we all know you need timing to make power.

The WMI will allow you to get the timing back to, or very close to MBT as you start running more boost.

Is it a possible POF? Sure, maybe 20-50 years ago when people were running washer or inline fuel pumps with throttle body switches, etc. However, the pumps, triggering mechanisms, and flow rate/failsafe systems have improved tremendously over the past few years alone making WMI as safe as it can be.

Combine our Low Level Sensor with the AEM WMI Failsafe and even an AEM WB Failsafe and you'll pretty much have a bulletproof failsafe system in place. 50/50 WMI, if tuned properly, will cause an AFR shift (should it fail) that can trigger the WB failsafe should your primary WMI flow rate failsafe stop working.

As far as a failsafe trigger goes, I'm sure we can convert a 12V failsafe trigger to work with the ECUTek RaceRom and pull a large arbitrary amount of timing during a WMI flow failure. However, we think it's a better idea to cut boost instead.

Cars with turbos would be tuned 100% on spring pressure without WMI. Above spring pressure levels, it will need to satisfy the failsafe flow criteria or boost will be cut. This allows you to not have to worry about driving the car in a "limp mode" with over-retarded timing that can cause high egt's, etc. You'll simply be back on a spring pressure tune until you can get your WMI tank refilled, etc.

On cars with centri-SC's, we would have the bypass valve open to prevent boost. This will allow owners to drive the car as if it were NA until they can address why their failsafe was triggered.

Hope this info helps.

04-29-2013, 01:03 PM	#23
ptuning Senior Member Join Date: Sep 2012 Drives: White FR-S Location: Manassas, Virginia Posts: 537 Thanks: 272 Thanked 1,003 Times in 305 Posts Mentioned: 146 Post(s) Tagged: 3 Thread(s)	Just thought we'd chime in here, since our name was mentioned in this thread. First off, WMI is not snake oil. It's benefits, especially on this very high compression engine with boost, is as real as it gets. We know this through dyno testing and not through theorizing. Can a tuner run 12psi or even 14 psi on 93 pump gas without it? Sure, but the timing is not going to even be in the same zip code as MBT. You may start seeing a 3-5 WHP and even down to a 1-2 whp gain with the addition of each pound of boost beyond a certain level with 93 pump gas alone. Why? Because the timing will totally suck and we all know you need timing to make power. The WMI will allow you to get the timing back to, or very close to MBT as you start running more boost. Is it a possible POF? Sure, maybe 20-50 years ago when people were running washer or inline fuel pumps with throttle body switches, etc. However, the pumps, triggering mechanisms, and flow rate/failsafe systems have improved tremendously over the past few years alone making WMI as safe as it can be. Combine our Low Level Sensor with the AEM WMI Failsafe and even an AEM WB Failsafe and you'll pretty much have a bulletproof failsafe system in place. 50/50 WMI, if tuned properly, will cause an AFR shift (should it fail) that can trigger the WB failsafe should your primary WMI flow rate failsafe stop working. As far as a failsafe trigger goes, I'm sure we can convert a 12V failsafe trigger to work with the ECUTek RaceRom and pull a large arbitrary amount of timing during a WMI flow failure. However, we think it's a better idea to cut boost instead. Cars with turbos would be tuned 100% on spring pressure without WMI. Above spring pressure levels, it will need to satisfy the failsafe flow criteria or boost will be cut. This allows you to not have to worry about driving the car in a "limp mode" with over-retarded timing that can cause high egt's, etc. You'll simply be back on a spring pressure tune until you can get your WMI tank refilled, etc. On cars with centri-SC's, we would have the bypass valve open to prevent boost. This will allow owners to drive the car as if it were NA until they can address why their failsafe was triggered. Hope this info helps.