No one is claiming you don't go fast. Your explanations of why though, don't jive.
Must be a Dodge thing.
Nitrous basics
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No one is claiming you don't go fast. Your explanations of why though, don't jive.
Must be a Dodge thing.
apology for what josh?
water does not allways freeze @ 32* look at your stream in the woods, or a river you live by.....when it's 32* out chances are there not frozen.
it's really hard to fine "Pure" water unless your bying bottled water, with no salt, sodium, or calcium allready in it, that alone will drop the freeze point about 15-20*
Plus to end all arguments, water in a water meth system is a mist or vapour, not a liquid.........so were discussing something that is not relivant!
Yeah to me that seems clear as mud:hug:. Egts sky rocket with unburnt fuel/black smoke. So you spray it and it cleans up the black smoke but egts still get higher. To me by what I'm reading here is anything you do to burn the unburnt fuel you get high egts not matter how you do it. N20 makes a cooler air charge which drops the incomming air temp way down in the combustion chamber right? Better flowing turbo/intake/intercooler does the same to a certain point also. So that being said lets say you run tune x. Using tune x with no changes your egts are 1600-1700 and have unburnt fuel/black smoke. So you spray it and clean up the black smoke but according to the findings some of you are saying the egts will be even higher since more fuel is burning even though the air charge is alot cooler. Then you run a bigger turbo setup like a 4094 with everything the same and you clean up the smoke but egts are lower even though your burning more of the unburnt fuel. I know your getting more air in with a bigger charger but it dosen't mean it's more dense/cooler of a charge than if you used N20. Is my thinking off here?
No, thats close, but what most forget is that DP is a measure ment of restriction or lack of flow, DP higher than what it should be is holding or harbouring heat in the exhaust system, thus higher EGT's are present.
fuelignition is just that, the fuel is allready burning adding nos wont nessisarrily add more heat but it will burn longer to "clean up" the left over fuel. why folks cant understand that amazes me.
there is a science to it and all i can say is that my theories are working, whether poeple agree or not.:cool2:
What you have been saying has not been using ambient temps Wade. Efficiency = Delta T across the IC divided by the delta T of the inlet to ambient.
Eff= (inlet-outlet)/(inlet-ambient)
You can apologize for this.
Well you thought wrong......
If the molecules in water are still they will connect and cause a state change from liquid to solid.
IF the molecuels are constantly in motion they cant change state as easily from liquid to solid.
So with that said it would take a colder temp to solidifie moveing water!
Just simple physics
Now then, if all your claims about water freezing are correct, then how do you explain the video I posted?
BS
How do you think a snow making machine works on a ski hill. By spraying water VAPOUR into the air which freezes QUICKLY and lands on the ground as ice crystals(snowflakes).
I'm pretty sure the molecules in that vapour are moving.
Also FYI, I burnt my arm one time on the charge air pipe coming out of the turbo on an intercooled diesel and there was moisture (condensation) collecting on the air pipe going into the engine as it was colder air inside the pipe than the ambient high humidity outside temp (115*F). The turbo was making 46psi.
Although I did not measure the air temp going into the IC, I can tell you it was above 500*F as it turned the white paint on the pipe black by the end of the job-it was a new engine at the time. This was an air to air IC.
Bottom line-just because you haven't seen it, doesn't make it impossible.
There was a time where I never believed liquid oxygen could exist in a natural uncontrolled environment before I saw it myself collecting on liquid nitrogen pipes before condensation created frost.
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I guess I should stay out of the thread, but it seems there is an awful lot of just plain incorrect basic chemistry being posted in it.
I threw in the towel after the 15:1 compression gasoline engine running 50psi of boost.
I threw in the towel after the 15:1 compression gasoline engine running 50psi of boost.
I'm just curious how Wade thinks he is injecting the NOS at or near TDC and burning after TDC when the intake valve is already closed. It's not direct injected NOS so it has to enter the cylinder with the charge air. The only thing you can change is the timing and pulse width of the injected fuel. With the programming he is use to running on his Dodge he doesn't have enough control of the timing to drastically effect when the fuel is injected and therefore can't significantly change when the burn happens. Mechanically you can change the valve opening and closing with different cam profiles but I highly doubt he has done that or knows enough about it to know when the NOS is burning. Irregardless the valves have to be closed prior to ignition.
If you were adressing my post, moving water has mechanical energy. It still freezes at 32 sure, but it will take more time for water to reach that temp relative to still water.
Edit: I see what you are saying. I didn't mean the water itself is 32*, I meant the ambient. We are agruing from the same side of the fence
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Velocity, no not on a stagnant droplet, but how can you say a droplet is going to remain stagnant in a 200mph (according to KB) jet of air?! I'm not sure who is arguing the freezing temp. of water?? I'm saying the time it takes to reach 32* is increased, even in sub-zero ambient conditions.
I am in no way saying that w/m and n2o is a good combo, nor am I saying that the water won't freeze in the intake tract.
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Humm, I think that droplet would be "churning". Its hard to imagine a water droplet still/stagnant traveling in our intake tract.
I hope I clarified my above post. Cause if you guys think that moving water has no mechanical energy, then you should hit the chemistry book again
Nitrous Basics. Hmmmm. I don't know whats basic in this thread anymore, but my head sure hurts from reading it. How about a Basic Nitrous Setup thread? Some theory would be ok but I'm mostly interested in what setups are proven to work on Duramax trucks. Particularly mine.
-Randy
. How about a Basic Nitrous Setup thread? Some theory would be ok but I'm mostly interested in what setups are proven to work on Duramax trucks. Particularly mine.-Randy
true. very true. But we don't have one. We have a droplet (regardless of composition) entrained in a moving airstream...convection and simple evaporation are the only ht transfer mechanisms...again this argument is mute here, IMO.
FWIW, I have done some efficiency testing, and heat soak, low speed performance testing yielded CAC performance into the 50% range. Hiway speed low boost ops would tend to reach 80%, but that is a worthless number since we don't "perform" at those power levels. For heavy towing without stopping, 65-75%, mostly dependent on fan on/off and MAF. Going from memory. Lot a variables, but I am no stranger to 100 degree days, and I have seen intake plenum temps approach 300 F (and that was sane boost levels). But to be honest that was with IAT's over 160. It nicely demonstrated the importance of cold air sourcing. There is no question in my mind, that pre-turbo spraying is going to be a hugely important element of effective nitrous use. One of 2 stages.
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Growing up back in Boston, we had to run the faucet on cold nights, just alittle mind you, so that we didn't have a line break. Even that little bit of motion kept sub 32 degree water from freezing. The viscous activity and the "alignment" thing referred to by DP is what makes this possible. No question.
And for the last time, it is not applicable here. But even if it was, there is no argument to win. I assure everyone who want to know, intake tract freezing can occur readily below 32 F. If you use water/meth, the temp will be much lower before freezing occurs (no different than your windshield washing experience).
It would be best (IMO) to avoid pre-turbo freezing. This should be easy to do with just a little first stage proportion control. I see no real benefit in having CIT below 32 anyway.