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> The bike Single Carb, single cylinder, 105mm stroke, 88 mm
bore
>
> I am open for any advise you may have.
IMy best advice is to read all of my site. My writing
skills are crap but the info is all here!
> I have heard many rumours as to different fuels to burn.
Even extra fuel
> tanks with a different fuel to burn with Nitrous.
Its all about octane. Detonation is the thing that stops
power increase with any boosted, nitrous, turbo,
supercharged system. If you use C14 or C16 race fuel its
pretty detonation proof. (within limits!) So you can run
daft compression, lots of turbo boost or loads of nitrous!
With nitrous you can also have a separate tank just for your
enrichment fuel. It could even be methanol if you want real
protection. Its very anti detonation! But you will need 2.2
times as much.
> I have read your website twice and do have a much better
understanding
> of most of it. I do not really understand the
> difference between having the jets at the solenoid and
having them at
> the the (fogger). It makes more sense to me to have
> them at the solenoid, why do we Americans do it the other
way?
Because in the beginning one guy did it that way
presumably and everyone else copied or "cloned" the systems.
Its wrong for a massive number of reasons but its too
ingrained to get rid of - at least in the US.
OK. more technical but will keep short because I'm off to
the pub!
This is VERY important stuff that 99 percent of companies
and racers simply don't get.
The Nitrous (that we want to
use and meter with simple jets or orifices) is liquid. Its
supposed to be at least. You cannot set the mixture
accurately or correctly and keep it consistent day to day or
run to run if its not. It wants to be a gas. It tries
to "gas off" bubble and foam at any excuse it has. Three
things cause this. Heat, friction, and pressure changes. So
say a warm metal pipe or fitting that has a change of cross
section manages all three!
IWith this in mind its best to use very low thermal mass
tubing (like nylon not braided hoses. Especially from bottle
to solenoid. Or in fact anywhere before the metering Jet(s)
Worse it will change DURING a run as the nitrous cools the
pipework or fitting as it gasses off by the very thing thats
causing it. EG a wider area (like a filter!) or a braided
hose fitting...
It gets more dense as it
flows and cools and eventually if you are lucky you may get
about 80 percent density compared to a pure liquid.
Starting at the beginning...
a) Use small 4mm nylon pipe (2mm bore or 2.5) from bottle to
solenoid without any filter. Keep it short and away from
anything warm.
If you use large bore pipe (like NOS etc) from the bottle to
the solenoid which is metal and high thermal mass, then we
get problem 1.
The nitrous turns to vapour
or foaming low density nitrous in the pipes on the way or
whilst sat in the pipe. This is why Compounded by internal
cross section changes, filters and being metal temperature
variations too along its length and from day to day. And
even during a run.
b) fit a single jet at the outlet to the solenoid. many
reasons. But reason 1 is that the solenoid is receiving
liquid nitrous almost immediately. (no need for a purge
solenoid like NOS etc) due to small pipe volume and very low
thermal mass.
You can use braided on big
high power systems but its less good and its less consistent
- physics dictates this no matter how much better braided
looks!
That single jet at the cool
solenoid outlet is metering liquid nitrous in a cool place.
So you get a known amount of nitrous that is very consistent
every time and and from the moment you hit the button to the
end of the run.
If jetted at the fogger (like in the image at the top of the
page)
the nice liquid nitrous exits the tiny orifice in the
solenoid and blasts away down a pipe that's bigger than the
solenoid bore. It expands because the end of that pipe is
effectively open (apart from a jet) as it does so.
it finds a hot pipe and
fogger in the engine bay. (or maybe a cold one and that's
the problem... Consistency) and it gasses off yet more.
And on a 4 or 8 cylinder all
these pipes are different temperatures and each has a
different density of nitrous. Each jet then starts metering
a thin foamy mass of nitrous liquid and nitrous vapour. And
differently on each cylinder. As time goes on the
expanding gas cools the pipes and different cylinders get a
more dense mix of liquid and gaseous nitrous.
Eventually the cooling
effect will mean all liquid nitrous will be getting metered.
But you are never quite sure when. And this isn't consistent
on a daily basis. Or even one run after another.
And its worse with fuel. The
fuel in the pipe runs or is sucked out while not using the
Nitrous system.
When you hit the button the
fuel has to push all the air out of the way through the jet
before it can get into the engine. This takes a
certain time depending on pipe volume and jetting.
Lets hope these pipes are not also hot enough to cause the
fuel to boil or create a vapour bubble... If it was metered
at the solenoid outlet none of this is an issue.
Meanwhile the nitrous may or
may not have arrived in a dense enough form to need the
fuel. We cant know if its being metered at the hot end of
line in the engine bay. If it has, then you get a weak
mixture for an instant and either detonation (which
continues after the fuel does get there) or a flashback and
fire.
It could also be that cool
pipe or engine meant the nitrous for once arrived as a
liquid and beat the fuel! Bang! They do this
regularly. Go to a drag meet and you will see that happen a
couple of times. They accept it as "normal" behaviour!
Plus maybe they arrived at a "good" mixture and in reality
they were metering a 50/50 vapour liquid (oversized pipe
work/filters/high thermal mass etc) and it was running
great. What happens on the next run after the nitrous has
chilled the lines through use and now it 100 percent dense
liquid? Melted bits.
Plus...
If you have a solenoid on a
pulsed system (nitrous controller) then it pulses the
solenoids to control power.
At say 50 percent pulse they
expect to get half the fuel and half the gas.
Now with fuel which isn't compressible that works.
With nitrous you may get 90 percent instead (or any larger
figure) because the pipe to the small jet in the fogger is a
big reservoir! The solenoid keeps topping it up since it
flows more than the jet. So as you reduce power the
system gets weaker and weaker.
Hope that helps!
Burgerman.
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Why
its always better to fit the flow control Jets into the
Nitrous and Fuel Solenoid outlets rather than like all the
Cloned US systems do, at the Fogger.