Right I've covered the deficiencies of the generic solenoids, the inability of the solenoids to respond the same when flowing such different media and the fact that the media themselves don't respond the same as each other.
Now I've repeatedly pointed out my UNIQUE jet location which has been ridiculed by virtually every 'nitrous expert' :lol: and even copied by one or two hypocrites.
Now there are advantages with my jet location even on a fixed hit kit (but we'll not go into those here), however, it really is of major importance when used with pulsed technology.
Here are some representations of the effects of different jet locations fitted to different systems.
In the drawing above you have the solenoid seat to the left and the flare jet at the right, with a braided hose connection between.
The top depiction is without flow
The middle depiction shows the nitrous density during the INTENDED flow period, with pipe work filled with 'relatively' dense nitrous liquid.
The bottom depiction shows the nitrous density just after the solenoid has closed, showing the pipe work 'still' filled with 'relatively' dense nitrous, that will take a good deal of time to flow through the jet, extending the flow period beyond the intended length.
For this example I'll use the following specification (but it is far from the worst possible scenario); a solenoid which is capable of flowing 500 HP and a 250 HP jet and just to keep the maths simple, I'll work on the basis that the volume of the pipe work is exactly the same as the solenoid flow when energised for 20% duration but in reality the pipe volume (including distribution block), will almost certainly be MUCH GREATER than that!!!
I'll also select a launch setting of 50 HP (20% of the jet size) and 'assume' that the 'generic' solenoids will 'actually' open at such a low level, even though it's very unlikely that most will.
Now consider the following;
1) What we want is for the engine to receive JUST 20% of the FULL nitrous flow.
2) The FULL nitrous flow is determined by the jet sizes.
3) The solenoid is sent an electronic pulse that will 'theoretically' open the solenoid for 20% of the full on time.
4) By looking at the magnetic flux graph above, it can be seen that the nitrous plunger doesn't open immediately but for simplifying this example, we'll assume that it does.
5) However in this arrangement what actually happens, is that the solenoid flows
500 hp for 20% of the time and fills up the braided pipe work (which acts as a nitrous reservoir) with 100 HP worth of nitrous.
6) For the duration of the pulse, HALF the nitrous flows out through the jet.
7) To deliver JUST 20% (50 HP) the flow through the jet needs to be stopped at the same time the electronic pulse is stopped.
8) In this example the pipe work still contains roughly the same amount of nitrous AFTER the solenoid has closed, as it has already flowed to make the intended 20% power gain.
9) This means the jet will continue to flow nitrous after the electronic pulse has been switched off and in simple terms will flow DOUBLE the amount of nitrous that was intended and will therefore make 40% more power (100 HP), rather than the desired 50 HP.
In the drawing above, you have the solenoid seat to the left with the metering jet secured in the outlet of the solenoid, connected to an APPROPRIATELY sized NYLON (preferably) or hard pipe, of equivalent length to the first set up, with the end of pipe on the right connected to a nozzle.
The top depiction is without flow
The middle depiction shows the nitrous density during the INTENDED flow period, with pipe work filled with 'relatively' dense nitrous liquid.
The bottom depiction shows the nitrous density just after the solenoid has closed, showing the pipe work filled with EXTREMELY low density nitrous, as the dense nitrous quickly vents through the nozzle, preventing any extension to the flow period beyond the intended length.
Once again we'll use the same scenario as the first example, with a solenoid capable of flowing 500 HP, with a 250 HP jet with an initial launch requirement of 50 HP (20% of the jet size).
In this example the volume of the pipe work is MUCH LESS than the first example and therefore has negligible effect on the pulsed flow.
Now consider the following;
1) In this arrangement the solenoid flows
500 hp for 20% of the time but because there is no pipe work between the solenoid outlet and the metering jet, there is little to no reservoir effect.
2) For the duration of the 20% pulse almost ALL the nitrous that flows through the jet, flows out through the nozzle.
3) In this example when the electronic pulse is shut off, the flow through the jet is also shut off, as there is NO reservoir of nitrous to continue feeding the jet, therefore ONLY 20% (50 HP) of nitrous is delivered to the engine.
4) The ONLY nitrous that forms a reservoir is shown by the dark blue section in the last drawing
Even if overly large bore braided pipe is used in this scenario, the amount of nitrous delivered to the engine will remain the same but the engine performance will not be quite as good, as when using appropriate sized nylon pipe.
It should be kept in mind that NUMEROUS factors influence these results and many vary during a run and from run to run (depending on selected settings), so the effect on the results will vary. Some settings may produce an acceptable result, while others will produce totally unacceptable results.
Even with APPROPRIATELY selected components ONLY a WON system will deliver the most accurate results, for all the reasons given above.