... in the engine compartment? I did. I am trying to keep gas'es as kool as possible before I slam them into the intake! Gotta help!

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---God Speed, Good Luck and Fast Times to You!---
Kevin Hinkley (HInk) * '94 T/A GT * Best Numbers: 11.952 * 116.83 * 7.566 * 90.51 * 1.579 * Naturally Aspirated 350 ci LT1, No Nitrous, No Blower, No Turbo(s)... Just GOD's good, cold air and gobs of money!


FORMER:
IHRA Bracket World Champion and runner-up
IHRA Bracket World Champion.

NSCA/NMCA EFI Eliminator #6902 Sponsored by:
THUNDER RACING * BMR * DETROIT SPEEDWORKS, INC. * MEINEKE MUFFLER, Jackson, MI. * DISCOUNT TIRE, Jackson MI *

Thank you to all sponsors for your kind help and knowledge!

 

Possible to get a Jet Hot coating on them bad boys? And also wrap afterwards?

Running the line Under the engine THEN up to the intake would help too. Most people, like me, just train the line up and over the engine...Makes no sense unless you wrap it around the intake(TPI style) to cool the intake itself through conduction... Ricer style aye?

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Denny Villemure
1989 Camaro IROC-Z Convertible, 305 TPI, 2.73 Gear, Flowmaster 2 chamber. 15.60 on motor, 14.20 on a 75 shot from NX. Woo hoo!
www.denny.cz28.com

[This message has been edited by AutoRoc (edited July 30, 2002).]

 

Hmmmmnm... guess not! Looks like I will have the coolest N2O injecting into the intake of all!!

Now wondering about running N2O through an ice filled cool-can before injection!!

HInk

 

LOL. Its not a make or break situation, just something that can't hurt. I'll *probably* be doing my Fuel lines, but not gonna worry about the nitrous line honestly.....

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Kurtis Tamez
LT4-396.com
97 Z28 LT4-396
94 Firehawk LT1-396
Team NW F-Body

 

NO! Its not a make or break thing, but a lot of little things generally add up to bigger things.
It's an old racers trick to cool the fuel, why not cool the squeeze too!!

Guess thats why I had several dragbikes in my past that ran UNDER their respective Super Stock National Records, inventiveness!

HInk (as soon as I stop thinking, I'M DEAD!)

 

I don't think running the N2O through a cool tank would provide any benefit. The cooling effect of N20 comes from its evaporation at atmospheric pressure. Any temp it may be at before that should be irrelevant.

Also, cooling the line may drop the pressure in the line, which would defeat heating the bottle to a certain pressure. This could cause a rich condition and loss of HP.

Just a few thoughts. If you try it let us know the results.


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95Z M6
383


and a few other mods

 

I must admit, N2O thru a coolcan is a bit on the edge and there isn't any place to put one anyway!!

I'm really just trying to prevent both lines from picking up unnessary heat in the engine compartment. No big deal!!

HInk

 

Are these the same people talking??



You'd be amazed at all the crevices I've found while slaving on the Z28.




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Kurtis Tamez
LT4-396.com
97 Z28 LT4-396
94 Firehawk LT1-396
Team NW F-Body

 

Correct me if I'm wrong, but, is'nt the n2o already like "frost bite" cold when it comes out of the noids? I notice my purge lines frost up when I purge. I've even heard of turbo cars using the n2o to cool off the turbo, not sure how but I've seen it somewhere....My O2 see ya


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96Z M6, 12 bolt Moser(3.73),NX wet kit(all the goodies),MSD 6AL,tayor spiro-pro,NGK tr-6,Star stage 2 kevlar,pcmforless programing, SLP CAI,!maf,LT4 NM,Flowmaster,Hurst roll control,BFG DR's,Pro 5.0,BMR DS loop...
13.52-103.8 mph
60ft. 1.99
no n2o times yet

 

Well Kurtis... after filling every nook and cranny with MSD box, Retard box,Window switch
and N2O solenoids, I'm getting tired of looking for places!!

HInk

 

Although the fuel might be a good idea, I think the nitrous moves thru the line too fast (warm stuff gets burned instantly) to make a difference. it would be kinda neat to see that though :-)

Good luck, Kevin...

Mike Williams
1996 Z28, 12.20 @ 120 on the squeeze :-)
1991 TSi AWD, bah, who knows!

 

IF Nitrous exits the bottle at MINUS 137 degrees and ice is roughly 20 degrees....what's the point? Once the steel line freezes itself, wouldn't that be about as cold as it gets? Purge away! Psssst! A Canister is a waste of space and added weight..

Maybe look into zip typing the Nitrous line ALONG the fuel line aye?? Will fuel freeze at -137???? hahaha What's better? Cold fuel or warm nitrous?

 

Nitrous doesn't exit the bottle at -137degF. If you are running (for example) at 900psi/83degF, as long as the liquid nitrous remains at this pressure - in the bottle, through the valve, down the main supply line, and up to the solenoids - the pressure and temperature will remain virtually unchanged (there is a small friction loss in the line, but we're talking a few psi here). The liquid nitrous remaining in the bottle will cool slightly due to the need for a small quantity to vaporize and fill the space previously occupied by the liquid that left the tank. That can become a significant problem as the bottle drops to a low level, because this will reduce line pressure during the run.

Nitrous does not change state until the pressure or temperature is altered. When the solenoids open, is should stay liquid all the way to the jet (expect for that brief instant it takes for the liquid to fill the line between the solenoid and jet), and then turn into a gas, with major auto-cooling from the change of state, as it passes from the high pressure side of the jet to the low pressure side.

When there is no flow, some vapor bubbles can form in the main line due to localized absorbtion of heat from the exhaust or engine compartment. Keeping the main line away from these hot spots is important, and insulation in these hot areas may help reduce vapor build up in the line when the system is not flowing. A purge solves the problem, whether the lines are insulated or not. Some people direct the purge flow along the fuel lines to cool the fuel. There would be little advantage, if any in insulating the entire nitrous line.

Keeping fuel cool is much more important. Vapor lock is not as much of a problem in high pressure fuel injection systems, as it was in low pressure carb systems. But the fact that fuel in an FI system is "recirculated" can lead to heat buildup in the fuel, both from the energy expended in pumping, heat absorption from the pump motor, and heat picked up as the fuel travels to the engine, through the fuel rails and back to the tank.

Heating fuel not only leads to the risk of vapor formation, but also reduces density. A fuel injector is a "volume" based delivery mechanism. Heat fuel and reduce its density and the net pounds of fuel delivered per pulse is reduced. This can alter A/F ratio and reduce energy released in the combustion chamber. Protecting fuel lines from heat is an advantage, and I have seen radiator type fuel coolers used in high HP FI installs.

NHRA prohibits the use of "any method of artificially cooling" fuel. Includes "cool cans, ice, freon, wet rags, etc."


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Fred
94 Formula A3+1: 381/TH400+OD/N2O

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11.513@115.59 on motor; 11.162@127.67, 1.643 60' on a 125-shot. Going with a 275-shot this year