For all you guys runnin n2o, on average how much life do you get out of a 10lb bottle before you you have to refill the funny fumes. Anyone runnin bottle blankets and does the computer compensate down when it sees an absense of n2o?

TIA
Rich.

you might get as many as 4 passes down the 1/4 stripit depends on how much you shoot,you could only get 2 or 3.the blanket is a good idea but it is slow,there is always the little portable torches that work real good,and i am not sure whqt you mean about the computer compensateing????

These diesel system don't plug into our comuters for extra fueling. They are a stand alone system. Forget everthing you know about how gassers use them and hp levels they rate them for. We go off of orfice size, amount of fuel you can clean up, and jet size. When the N2O is done, then your just back to black smoke again (that is if there was enough spray going in to clean it up in the first place). I can get 2 good runs from a 10lber, 4 runs on a 15lber, and about 6 on a 20lber on my own systems. I blow alot on N2O though. Smaller programs which use less fueling last much longer. I use one of the largerst orfice solinoids you can get, and run it unrestricted to the nozzle. I have the fuel for these shinanagens though):h .

So the n2o's only purpose is to clean up the smoke? I'm sure it's gotta create more cylinder pressure.

What I mean about the computer compensating for the n2o is this. In a regular gas motor you add fuel based on the amount of spray to keep a predesignated A/F ratio. Does a diesel work the same way. Does the computer see a lean condition with the addition of n2o and add more fuel then back it down when the laughing gas is gone or what?

Thanks in advance
Rich.

I can get 6-7 quarter mile passes out of a 10# bottle feeding a single stage with a .059 -.062 jet

So the n2o's only purpose is to clean up the smoke? I'm sure it's gotta create more cylinder pressure.

What I mean about the computer compensating for the n2o is this. In a regular gas motor you add fuel based on the amount of spray to keep a predesignated A/F ratio. Does a diesel work the same way. Does the computer see a lean condition with the addition of n2o and add more fuel then back it down when the laughing gas is gone or what?

Thanks in advance
Rich.

Nitrous is just extra air. You get higher cylinder pressures because you are burning all of the available fuel. The nitrous also gives you a nitrogen buffer to help stabilize the cylinder pressure and a small intercooling effect. There is no A/F ratio to maintain on a diesel like the gassers. The computer does not even know the nitrous is there. Tuning a nitrous setup on a gasser has no bearing on setting up a system for a diesel.

Use a dry kit and start working your jet sizes until you clean up the smoke. Once you have done that you are pretty much at your optimal power level. Any more nitrous and you will start slowing down.

I use fairly conservative jets that clean up the pass nicely and still get 10 plus passes on a 15 pound bottle. I use a blanket and an electric heater with a proper thermostat. Torch heating while effective is bad juju and can get you thrown out of just about any track.

Here is some good reading to understand the difference between a gasser and a diesel nitrous setup:

If you’re a modifier, you almost certainly know about nitrous oxide injection and the instant power it can make in a gas engine. But just in case you’re not familiar with “squeeze” or “running on the bottle”, here’s a brief overview. Nitrous oxide is a non-flammable compound of nitrogen and oxygen. At room temperature, nitrous oxide is a gas, but it is easily liquefied and stored under pressure. Technically, each molecule of nitrous oxide is comprised of two atoms of nitrogen bonded to one atom of oxygen. At temperatures above 565-575º F., nitrous oxide breaks down into separate nitrogen and oxygen molecules.

Why is the above important? When injected in a vaporous state to the intake air of an internal combustion engine, the resultant heat of compression (on the compression stroke of the engine) breaks down the nitrous oxide compound into inert nitrogen and free oxygen available to support the combustion of extra fuel. This means more fuel can be burned than air alone would support. Burning more fuel releases more heat, which creates more expansion of the working fluid (mostly nitrogen) in the cylinder for more pressure on the piston. The result is more power.

In a gas engine, the intake air is proportionally mixed with fuel for an air/fuel ratio of approximately 14.7:1, by weight. The ratio is a little richer for maximum power, and slightly leaner for peak economy. Consequently, if nitrous oxide is introduced into the intake air stream, a proportional amount of fuel must also be added to prevent leaning out the mixture. More fuel and the oxygen to burn it — bingo, more power. How much power can be generated depends on how much nitrous oxide (and extra fuel) is injected, but gains of 50 to 150 horsepower are common. Much higher gains are possible if the engine is built to withstand it.

Purists will hasten to point out that liquid nitrous oxide in its pressurized container will instantly change state to a vapor when it is depressurized into the engine’s intake system, significantly cooling the intake air for increased density, and that equates to more oxygen in the air too. The downside to this relatively simple and inexpensive method of “supercharging” an engine is that nitrous oxide is consumed at a rapid rate in order to make meaningful power increases. Consequently, nitrous oxide is only injected for short spurts at full throttle, usually lasting no more than 10-15 seconds at a time.

Now that we have an overview of nitrous oxide injection on gas engines, let’s consider nitrous oxide and the diesel, or more correctly, the turbo-diesel. To begin, a turbo-diesel has no air throttle. It is free to intake as much air as it can draw, or the turbocharger can supply, on every intake stroke. Therefore modifying the diesel is a matter of supplying the engine with as much fuel as can burned by the air available at maximum power. In fact, you can over fuel a diesel in the quest for power, but that results in excessive exhaust gas temperatures that will kill the turbocharger and the engine. It also results in black smoke from the exhaust.

Let’s assume you’ve modified your turbo-diesel to the point that it is over fueled and belching black smoke under a full load. What can you do? One solution is to add nitrous oxide injection, but in this case, you would not add extra fuel because you’re already too rich. Three things happen when you do this. First, the extra oxygen from the nitrous oxide leans out the mixture and the black smoke will be reduced or eliminated. Second, the excess fuel will now be burned for extra power. And third, exhaust temperatures will decline since less afterburning of fuel will occur in the exhaust manifold and the intercooling effect on the intake air will drop the exhaust temperature by a roughly equal amount.

When you think about it, adding nitrous oxide injection to a diesel is easier than adding it to a gas engine because you don’t have to mess with adding extra fuel. In fact, there’s no point in doing it unless you’re already in an over fueled condition.

BMDMAX,

So if I understand it correctly there is no real danger of running out of n2o under WOT. It just goes back to black smoke and EGT's will climb hopefully being caught and defueled by the edge. Thanks its much more clear now.

Later
Rich.

Nice write up Brandon.