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I know the above is a bit old now, but making arguments about the flow characteristics of air and water in entirely separate environments with matched Re numbers flowing as single fluids is entirely besides the point taken from the other forum regards water/charge distribution between cylinders/chambers rotors/whatever. I am a degreed mech eng, i get that, but it is entirely irrelevant to the original point someone was trying to make regards our fluid injection application.

By chance I found a very flawed post by lawyer in hte ai section of rx7club and replied before reading this thread, suffice to say I don't agree with him on all but the fact that mass distribution of an injected fluid (in the context of water injection in air/fuel SI turbo engines), be it water, meth, petrol, pepsi or whatever between airstreams into different runners/ports/whatever is effected by flow paths/profiles/shapes.

In an automotive, pre-plenum, over-saturated, be that equilibrium condition or quasi due to fluid particle surface area evaporation limitation giving remaining non gaseous particles fluid injection application, it is expected that high density suspended particles will not follow your streamlines of the main gas/fluid flow in which they are suspended, that is how centrifuges work. It is entirely reasonable, if used in an application where gas accelerations vary between flow paths to assume that, if the fluid injection is being relied upon for knock suppression an imbalance in fluid distribution between chambers/pistons/whatever could cause problems for the running of the engine system if air flow (and thus combustion conditions/required heat dissipation/knock limit between pistons/rotors/chambers) would otherwise be equal. In the case of most mazda 2 rotor throttle/plenum setups it doesn't really bother us due to their geometry (perhaps the short radius intake hat holley type throttles might experience this problem however), but in the case of piston engine intake manifolds, it could.