Powerstroke racer said:
I agree the keyboard yapping is going know where!
one question I would like to see answered though is how each brand of engine responds horsepower wise to a given size jet.
For example my truck runs 117mph in the 1/4 on a single turbo on #2 only. With the TS Powerfool 2 kit I have 2 . 080 jets and pick up 5 mph.
During some dyno testing we picked up 50rwhp with a . 055 jet then another 52 with a. 060 jet.
I am also interested in what someone else said above about trying to push a large amount of exhaust gas through a small turbine housing. With a GT42 R that has a 1. 15 turbine housing I am seeing 80 psi which is slightly out of it's efficiency range and will be going to a GT45R. I hope to see a substantial increase in power with the added flow and efficiency.
David and I know you already understand this, and guess you are just asking rhetorical questions to move this thread away for the disrupters. First you have to look at nitrous as having the ability to accomplish two different tasks, both beneficial to any internal combustion, and a diesel is in to that category.
To put it simply nitrous is turbo in a bottle, and as an a intercooler, when it is introduced in to the intake track as a cryogenic the volume it takes up , is more then compensated by the cooling effect making the intake charge more dense. Now to the turbo aspect of nitrous , you can gain power with nitrous simply by adding it as additional source of oxygen to the mix , but if you are going to really try and make big power , you must engineer the motor to compliment the nitrous . First you must make sure you have additional fuel, this is the easy part, and next you must make sure you are able to bypass the extra exhaust gasses that will be produced.
On my engine we monitored the turbine speed, and back pressure, and were able to control them once the turbine boost leveled out , we watched as back pressure , and turbine speed went up, we then trimmed the waste gate to bypass these excessive , and unneeded gasses .
An easer way to look at this is think of a turbo as a turbo-supercharger. You have a turbine that develop power from the pressure, and velocity of you spent exhaust gasses, this is not free, it cost in heat combustion chamber heat , and back pressure . this power is transferred to a super charger , now in the normal none nitrous world , you carefully balance these to achieve a range where the turbine is not to restrictive and makes enough power to drive the charger , and regulates back pressure with a bypass , or waste gate .
On a purpose built nitrous motor you size the charge much bigger, and the exhaust turbine a little bigger, remember you have a abundance of drive pressure available once things start to make power, and the motor gets up on the charger. Now comes the critical part, you need a much larger capacity to bypass extra gasses that you don’t need for the turbine this calls for a much larger wastegate . this motor off the bottle would be very laggy , and might not even get up on the charger, but on the juice it will come alive , not only using the nitrous for extra power , but the bigger charger is more efficient , and delivers a denser charge to the motor.
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