10/22/2003

Sport Compact Nitrous Injection.  Author Joe Pettitt.  Publisher SA Design.

Excellent wiping material.  Not a lot of connection with fact.

Mr Pettitt is an accomplished photo journalist with absolutely zip zero
knowledge or personal experience of matters engine, but someone had to write
the definitive book on Nazzzzzzzzz for the Rice Brats.  He did, however, put a
number of boom box sound systems into cars.  Hey - he's a journalist and that
makes him an expurt on everything.

Dave Vizard had more technical data on one page than this clown has in two
hundred.  And Dave Vizard actually reported facts. A strange concept in this
wiper rag.  Seems that Chemistry, Physics, and Engineering all agree based on
centuries of data that air contains about 23% oxygen by weight.  Not him - see
a tuner dude named Duetweiller ( famous rice guy apparently ) decided that the
amount of oxygen in air sortof varied around and he finds that 19% oxygen
works better with a Rice Name on the engine than the 23%.  The oxygen content
of air varies don't you know.  Shame that well prior to WWII it was tested and
proved that from sea level to well past 50,000 feet it didn't, a thing called
Brownian Motion - dating back to around Daltons time keeping everything mixed.
Does not matter.  That's text book fact and not really related to ricer
engines.

Now there are two Ricer Racing Associations he names and gets really wet
writing about.  Wet and sticky even enough to publish some of their rules.
Like requiring all vehicles to have the association approved sponsor
endorsement stickers in the right place and size on the vehicle, and
prohibiting conflicting stickers even if the racer uses the product instead of
the sponsor.  Thus every ricer is a owner paid rolling billboard for the
sponsors without regard to fact.  No room left to put up a billboard for
someone who is kicking down for the ride.  Real ricer democracy at play.

Plenty of rules for Ricers.  Imports names have classes for 3,4,5,6 and 8
cylinder.  Any engine can run as long as the manufacturer ran it someplace in
the world sometime.  Except for Ford, GM, and Krysler.  They can only run 4
cylinder engines FWD no matter what.  Imports made for them - running under
the import name can run any engine made by the importer - say any Mitsubishi
can run a made only for Khrysler Mitsubishi manufactured engine in the Mitsu,
but since it's a V-6, its illegal to use that engine in the car designed for
it.  American's must run FWD fours only.  

Even there rules say that Rice Rats have zero chance against a junky american
car so outlaw the competition.

For FWD or RWD, any size gumball you can fit is okay, but AWD - Street only
DOT legal of a certain maximum size.  They may have a chance of actually
beating a honda.

Ohh btw the made in america for only american hondas and toyotas etc - are
imports with no rules.  

Everything "technical" in the book is suspicious, with claims like running
toluene in your gasoline will lower the power because its denser and does not
evaporite as well as gasoline.  

And everything has to run on leaded gas, cause that's what they sell at the
track.  

And in general, proved to be a journalist review of what the Nozzzzz dealers
told the journalist to write about.

Pure utter feces.  Be very careful when wiping - this rag make leave more
brown than it scrapes off.

With crapue like this to guide them and shittttty organizations they have to
race under, no wonder anyone with a clue considers them as brainless checkque
book racers and marks.

-------------------

Silly me actually read the Pettitt poo on Nos.  

Beginning to understand why they blow engines so fast and furiously.

Small engine - big power by using Nos low down to increase bottom end torque
and fill in the range.  Parts shower - rebuild with more NOS yet.  

I guess gears are only for shrieking sound levels around town in the Street
Dominator ( no american cars allowed ) class of Rice Rat Klown Kar.

Seems like I would use a large turbo.  Large turbos are nice.  For a given air
flow, the larger the turbine, the more efficient it is and the cooler the air
exiting - other factors about equal.  

The tuner boys love to pump it up with NOS.  Even though you can see the
cracking in the block.  Then take over with a small turbine wound the crapue
out of and hotter than Baby Kims Boobs on stage LA.

So silly me would use an oversize turbo to pump massive air, and some
"cheater" Nozz.  Do not burn the nozzzzzz in the engine.  Plumb it preferably
through the AIR passages that inject cool air into the exhaust pipe.  

Time to rock and roll?, kick it on and down - blowing cool NOS straight into
the hot rich exhaust leaving the engine.  A little fuel, a little oxygen, a
little ( about 900 to 1 ) expansion and that poor turbo is shifting past warp
speed into ridiculous speed.  Without even having an issue with the right
amount of fuel exactly co-ordinated with the NOS.

Maybe raise the NOS flow into the exhaust and use the latent heat of
vaporization of the NOS going to exhaust pressure from ridiculous to power a
chiller in the intake manifold.

But, then the fun begins.  With gears and a turbo, I can do the sand dragger
trick.  No nozz till locked up high - then a massive hit.  Dude was running
1500-1700 NA and massive nitromethane.  Pop second, retard on and dump
nitrous.  Instant 500 hp addition and freight train effect.

Turning on the nitro at full boost locked up should suddenly and seriously
drop the et and raise the mph.  Great intercooler effect.

Just a little thimking.  

Its a shame I need to figure a way to get ricer money, because it may be more
fun to just beat it beat it beat it.


------------------------------

First, the amount of NOS to wind the crapue out of a turbine comes from Dave
Vizards book on NOS where he suggested a small 50-75 hp shot of NOS in the
intake would quickly spin the engine up enough so that a full on turbo could
take over.  One variant even had the NOS nozzles firing directly into the
venturii of a carb.  The sudden increase of gas through the venturii yanked
enough extra fuel into suspension to cover the low needs.  He claimed he could
get 100 to 200 shots out of a standard 10 pound bottle.

Firing the nos through an air connection for cat air would cause the unburnt
excess ( rich mixture ) fuel to ignite in the exhaust system.  The French used
a secondary corruptor on its HyperBar tank engines to spin up the turbines.  

The key is that NOS in the exhaust expands the gas to make pressure for say 50
hp over the base pressure.  Well, the turbo for a 500 cubic inch aircraft
engine took just over 100 hp to turn at 40,000 feet to provide sea level air.
Thats a lot of boost from a little NOS.  To make the same power boost as
spinning the turbine on pure motor would probably require enough NOS for 2 to
3 hundred extra hp.

Now for controllability, we are dealing with external combustion fueled by
excess fuel.  Nothing we do here with NOS needs any fuel at all nor control of
to keep from destroying by detonation the engine.  We are spinning up the
turbine.  The expansion will always be violent and sudden when introducing
oxygen to a fuel rich exhaust.  But the pressure will not build excessively
because it is escaping as fast as we build it THRU THE TURBINE.  We just get a
loud continuous whoosh with some snap crackle and pop in the exhaust and a
racing to warp turbine. 

Figure $100 for a ten pound bottle.  Yeah I know someplace its cheaper but not
much and that's how "white people (especially the chinese)" make money off
Ricers.  Using Vizard as a guide, we should get at least a 100 shots for
spooling.  That works out at about $1 per shot and massive grin factor as we
make Ricaroni.

Turbo lag is not particularly noticeably at moderate acceleration on a
suitable displacement street engine.

If you are providing supplemental oxygen with an air injection schema, then
there is no benefit to NOS as any form of supplemental oxygen will react
exactly the same way.

Since NOS breaks down to nitrogen and oxygen, there will be no effect on any
sensor and the sensor will read the combined value of the combustion oxygen
and the supplemental oxygen.

If you are running closed loop with a standard oxygen sensor, and you add
oxygen by any means post combustion, the system will think you are lean and
add fuel to compensate.  It is a standard well understood trick to an ECM to
add air to the exhaust and control the added air to control the richness in
closed loop.  A standard air pump provides around 10% to up to 20% excess air
to the exhaust.  Simply turning it on and controlling it will allow up to 20%
excess fuel and the downstream O2 will still read stoic.

Beyond the understanding of a Ricer Riter though and many will not try it
because it could not possibly work.

On Wed, 22 Oct 2003 18:49:19 -0700 (PDT), you wrote:

> >Date: Wed, 22 Oct 2003 20:55:41 -0400
> >From: ed
> >Subject: Re: Nozz thoughts.
> >

> >I have two questions so that I may fully understand what you are thinking.
> >I do try to follow along, even though the messages are in code.  8^)
> >
> >1.  I understand how you would use nozz to spool up the turbo faster.  But,
> >given that you can not easily carry a large amount of the stuff in the car
> >I would expect this to be a race situation only kind of thing.  It would
> >not be how you would run the car 90% of the time, only the 10% of fun
> >times.  Would this leave you with a large turbo that traditional logic
> >dictates would be slow to spool and suffer from turbo lag?  (Did I get all
> >the Hot Rod magazine terms right?)
> >
> >2.  Can the level and mixture of nozzzzz in the exhaust be controlled well
> >enough to allow expansion and not explosion?  What happens with modern
> >vehicles that are also injecting air to complete combustion?  Would the nos
> >injection cause problems with O2 sensor readings and so cause tuning issues?
> >
> >