There comes a place inside your energy buildup in which you may attempt to add nitrous oxide injection for your supercharged vehicle. This time typically coincides with reaching an amount of performance which means elevated investment and diminishing returns out of your supercharger. For instance, my vehicle originates from the factory having a fifth generation Eaton MP45 supercharger. This supercharger is restricted to around 230hp price of flow rating and thus regardless of what I actually do with bolt-on upgrades on my small engine, my peak horsepower won't exceed 230hp limit because that's the point where the supercharger becomes the bottle neck within my system.
As we have spoken about in the past articles there's still a choice of porting the factory supercharger for any ten to fifteenPercent grow in capacity (which within this situation could be another 23 to 35 horsepower). There's also a choice of retrofitting a bigger supercharger like the Eaton M62 to achieve potential as much as over 300hp with respect to the making your decision of the supercharger.
This modification path (porting or changing the factory supercharger) can be complex and pricey, particularly if the supercharger is built-into the intake manifold (and perhaps an aura to water intercooler) because the situation is by using many factory supercharged cars.
A potential viable solution with this situation is by using nitrous oxide injection to supplement the energy delivery when racing, and being pleased with a dependable lower powered vehicle once the nitrous is off and we are not racing.
Exactly why nitrous oxide (N2O) turns into a great energy adder is twofold:
1- Nitrous is affordable so far as horsepower per dollar goes, and specially in the situations where we are already supercharged and thus are only utilizing it around the rare times when we all do hit the track.
2- Nitrous oxide is a superb 'chiller' because it arrives from the bottle in a temperature of negative 127*F and is capable of doing cooling the general supercharged air charge mixture by over 100*F reported by fanatics, it is really an additional temperature reduction within the results of whatever intercooler you've fitted. This in-fact makes nitrous an excellent proposition for cars which have already at their maximum their superchargers, in which the supercharger is running at peak rpms and creating high outlet temps. The nitrous oxide injection can effectively raise the thermal efficiency from the supercharger when it's most consumed with stress and provide us a pleasant, awesome, and dense mixture.
3- Nitrous oxide fuel delivery is rather easy to create and also to tune, especially on more recent model cars with return-l'ensemble des fuel systems, or hard to crack computer systems making it hard to upgrade (and correctly tune) a significantly bigger supercharger setup. Nitrous oxide fuel delivery could be set-up totally individually in the OEM ECU and fuel system and therefore makes nitrous a potential application for German cars with persistent computer systems.
4- This can be a racer technique... most cars appear to do better throughout the wintertime several weeks since the air is cooler, horsepower is elevated, and also the tracks although cold, can be ready for traction and can warm up enough throughout the evening to permit traction and and give people the opportunity to exploit the cold dense air to publish their finest occasions of the season. Because the weather will get warmer, traction increases since the asphalt is warm and sticky, but horsepower is reduced because of warmer, less dense air. Typically racers discover that their cars vary within their quarter mile performance up to one half another between their summer time tune as well as their winter tune, particularly if you are utilizing a supercharger or turbocharger that compresses (and additional warms) the incoming air.
The reply to on-track consistency, racers have discovered, would be to mix using nitrous oxide (that is summer time friendly) with forced induction (superchargers and turbochargers) that are winter friendly. Within the summer season, the outdoors temperatures are high, so the nitrous bottle pressure is maintained at an advanced above 1100 psi. This enables for any generous nitrous flow rate underneath the sustained pressure (even with no bottle heater) which provides great summer time performance for nitrous aided cars. Whilst in the winter, the outdoors temps drop considerably, the nitrous within the bottle contracts and also the bottle pressure drops, subsequently, the nitrous flow rate drops and nitrous aided cars show worse performance during the cold months occasions.
The entire opposite holds true for supercharged cars that leave great horsepower during the cold months from blending awesome dense air, and poor horsepower within the summer time warmth. Whenever you mix both of these energy adders you receive pretty flat and consistent horsepower production all year round since the supercharger stands out once the nitrous is weak, and also the nitrous stands out once the supercharger is weak, and therefore together, they provide consistent energy deliver all year round.
Pre-cautions:
We now have to think about that nitrous oxide is definitely an oxidizer and therefore it doesn't only increase the quantity of air and fuel combusting within the cylinder, it creates a faster moving flame front because of the oxidizer qualities from the nitrous oxide. Which means that additional timing retard, great octane fuel, and perhaps cooler spark plugs is going to be needed to operate spray on the supercharged vehicle. In addition, due to its cooling effect, a 100hp shot on the supercharged Camaro can effortlessly put lower OVER 120 rear wheel horsepower of more energy. Which means that the 'out from the box' flying of the nitrous package might not be sufficient on the supercharged vehicle and you'd need to make certain to watch and perhaps boost the fuel flying to complement the ultimate horsepower figure of the vehicle). Finally, if you are managing a 500hp supercharged vehicle by having an additional 120hp of nitrous oxide injection, then you definitely must make certain that the fuel delivery (fuel pump and fuel lines) can flow the quantity of fuel needed to provide 620hp.
Programs situations:
1- You've got a vehicle like mine, a 2005 C230 kompressor that accompany a 230hp limited Eaton MP45. ECU around the vehicle is really a Siemens ECU that very couple of people understand how to tune, and also the fuel system utilizes a return-less setup by having an in-tank fuel pressure regulator. With this particular type of setup all types of dry nitrous injection are unthinkable because we are able to neither make amends for fuel through flashing the factory ECU, nor are we able to elevate fuel pressure throughout the nitrous injection since the fuel pressure regulator is within-accessible....
Suggested package:
A wet nitrous injection package that inserts both fuel and nitrous oxide in the injection nozzle.
Injection location:
Following the supercharger, following the intercooler, and in to the intake manifold from the vehicle.
Maximum suggested injection:
25% from the original total energy figure which matches around a 50 hewlett packard shot of nitrous on our example.
Expected final horsepower:
60 to 65 wheel horsepower and possible about 130 foot-pounds of more torque!
2- You've got a vehicle which has an accessible fuel pressure regulator, or perhaps an ECU that may be re-exhibited for nitrous oxide or perhaps a 'dual tune' setup. Within this situation it's suggested to utilize a dry nitrous package for 2 reasons:
First: Dry kits are safer on supercharged cars (as lengthy because the fuel delivery with the injectors or elevated fuel pressure is sufficient) simply because they hold a lower possibility of intake backfires since the intake manifold is dry of fuel.
Second: Dry nitrous injection consists of no fuel, and thus we don't have to be worried about fuel receding of suspension in the injected air. Which means that we no more need to spray the nitrous before the intake manifold and that we now can move the purpose of injection much farther back. Squirting nitrous Prior to the intercooler, immediately after the supercharger provides the nitrous stream additional time and much more connection with the compressed air being released from the supercharger which leads to more cooling and additional elevated horsepower.
Suggested package:
A dry nitrous injection package that inserts only nitrous oxide in the injection nozzle.
Injection location:
Following the supercharger, after or before the intercooler and never always right in the intake manifold from the vehicle.
Maximum suggested injection:
25% from the original total energy figure which matches around a 50 hewlett packard shot of nitrous.
Expected final horsepower:
70-75 wheel horsepower and possible about 130 foot-pounds of more torque!
3- You've got a vehicle which has an accessible fuel pressure regulator, or perhaps an ECU that may exhibited for nitrous oxide or perhaps a 'dual tune' setup. You should also make just as much horsepower as you possibly can out of your nitrous...
Within this situation it's suggested to utilize a dry nitrous package inserting prior to the supercharger. Once we pointed out within our articles on twin charging (mixing turbochargers with superchargers for additional performance), when two 'chargers' are chained in series where one charger feeds the following, then your two pressure ratios from the charger mix since the second charger compresses air that's already compressed through the first. For instance two turbochargers looking for single.5 pressure ratio (or 7 psi of boost), running in consecutive mode can lead to your final pressure ratio of two.25 bar (or 18psi of boost) that is a lot more than the 'expected' 14psi that's the sum two boost levels.
Similarly, inserting nitrous oxide prior to the supercharger, provides already compressed air. This is correct weather we're speaking about nitrous being compressed since it has two times the oxygen concentration normally air or we are speaking concerning the nitrous cooling and blending the incoming air. The ultimate quantity of compression observed through the supercharger inlet will be different with respect to the ratio of incoming air to how big the nitrous shot, and can lead to a rise in boost which is between .5 to two.5 psi!
This boost increase is additionally towards the energy increase from the nitrous oxide injection so it is definitely an additional 5 to 25 hewlett packard.
Suggested package:
A dry nitrous injection package that inserts only nitrous oxide in the injection nozzle.
Injection location:
Prior to the supercharger inlet.
Maximum suggested injection:
25% from the original total energy figure which matches around a 50 hewlett packard shot of nitrous.
Expected final horsepower:
75-100 wheel horsepower and possible about 160 foot-pounds of more torque!
Items to avoid:
1- Wherever you setup the nitrous injection, make certain to not spray nitrous to your MAS ventilation sensor or perhaps your intake air temperature sensor. These temperature dependent sensors, tell the eu to succeed the timing in cooler conditions. Once we pointed out earlier, nitrous is definitely an oxidizer that boosts the speed of travel from the combustion event and therefore requires maintained (otherwise retarded) ignition timing in comparison to some supercharged only setup. Avoid squirting on these temperature sensitive sensors to avoid accidental timing advance from occurring.
2- Avoid squirting a wet package (fuel) before your supercharger, because the wet fuel mist will damage the supercharger rotors and strip their films.
3- Make certain you look at your air fuel ratio around the nitrous and do not stay with the 'out from the box' air to fuel configurations using the package. For instance an additional 2.5 psi inside your intake might be paid out from your stock ECU and thus for the way well the eu responds you'll have to adjust the fuel flying around the nitrous package.
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