fogger line length
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From: Rancho Cucamonga, CA
fogger line length I was thinking about direct port fogger systems (wet shot) and all the hardline kits come will equal length tubing. On the rail kits however, the braided lines are all the same length. When i see the hardline kits done, the tubing length is defferent on all cylinders. I have two questions.
Here's the first question, if each cylinder is going to see nitrous right away but only fires in an order, doesn't technically puddling occur for say .05 seconds (guessing) sense the nitrous will be in the chamber for the exhuast, intake, and compression stroke just being wasted. The ignition stroke is the only useful time during the motor operation that actually needs nitrous or does it help cool the cylinder walls during the strokes. Also, does puddling occur on the valves during compression and ignition storkes
Here's the second question, is it not harmfull to a point that all cylinders are not seeing nitrous at the same time sense the hardline kits have different lengths. If the nitrous gets to a firing cylinder first and forces the piston downward at a higher rate of speed then the other pistons followed by the next cylinder to fire not recieving nitrous right away (I know we are speaking .005 sec intervals), would it not cause unwanted pull and push affects on the rotating assembly.
I understand that these are the reasons why a spike occurs but I was just curious why you would not go with a rail system where all lines are equal and why someone would not have a kit that only fires a nitrous mixture into the cylinders on the intake stroke only being controlled by an injector pulse signal.
Sorry, ended up being a lot more questions than I anticipated.
Here's the first question, if each cylinder is going to see nitrous right away but only fires in an order, doesn't technically puddling occur for say .05 seconds (guessing) sense the nitrous will be in the chamber for the exhuast, intake, and compression stroke just being wasted. The ignition stroke is the only useful time during the motor operation that actually needs nitrous or does it help cool the cylinder walls during the strokes. Also, does puddling occur on the valves during compression and ignition storkes
Here's the second question, is it not harmfull to a point that all cylinders are not seeing nitrous at the same time sense the hardline kits have different lengths. If the nitrous gets to a firing cylinder first and forces the piston downward at a higher rate of speed then the other pistons followed by the next cylinder to fire not recieving nitrous right away (I know we are speaking .005 sec intervals), would it not cause unwanted pull and push affects on the rotating assembly.
I understand that these are the reasons why a spike occurs but I was just curious why you would not go with a rail system where all lines are equal and why someone would not have a kit that only fires a nitrous mixture into the cylinders on the intake stroke only being controlled by an injector pulse signal.
Sorry, ended up being a lot more questions than I anticipated.
Last edited by ssfast99; Mar 11, 2008 at 08:50 PM.
the first thing is different line length between cylinders is minimal due to the nature of engines operating condition. but, you can control your hit by running differents line lengths between nos and fuel. next, by purging the system ideally your putting the nos as close as it can go before being injected into the motor. some people motor purge to alleviate the systems actvation issues, normally a hard hit due to the fuel is not readily available.
as far as the direct injection on the intake stroke it would possibly cause more problems unless you could control it verse cylinder postion. fuel being injected during the intake stroke can lead to cylinder wash down and poor performance since the mixture can not readily evaporate.
also nitrous being injected to early or at low rpms is the most common cause for a back fire since the puddling is excessive and the rate of evaportion is not fast enough. but, if it was possible your theory of injecting nos like and injector probably be the most efficient and you would be able to engauge the sytem way earlier
as far as the direct injection on the intake stroke it would possibly cause more problems unless you could control it verse cylinder postion. fuel being injected during the intake stroke can lead to cylinder wash down and poor performance since the mixture can not readily evaporate.
also nitrous being injected to early or at low rpms is the most common cause for a back fire since the puddling is excessive and the rate of evaportion is not fast enough. but, if it was possible your theory of injecting nos like and injector probably be the most efficient and you would be able to engauge the sytem way earlier
the cycling of nitrous solinoieds and fuel solinoids like a fuel injector is on the horizon... this will take the power adder world by storm...... the whole issue right now of nitrous is not that it just blows **** up... its the fact of being able to control it.... right now a friend of mine is working on a nitrous setup where each cylinder is controlled by 1 nitrous and 1 fuel solinoid.... being able to safely cycle these and control individual solenoids is the future of nitrous racing...
the cycling of nitrous solinoieds and fuel solinoids like a fuel injector is on the horizon... this will take the power adder world by storm...... the whole issue right now of nitrous is not that it just blows **** up... its the fact of being able to control it.... right now a friend of mine is working on a nitrous setup where each cylinder is controlled by 1 nitrous and 1 fuel solinoid.... being able to safely cycle these and control individual solenoids is the future of nitrous racing...
