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'
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 is at the start of the flow period with pipe work filled with 'relatively' dense nitrous liquid.
The bottom depiction is just after the solenoid closes showing the pipe work filled with 'relatively' less dense nitrous, that will flow through the jet extending the flow period.
We'll assume the following specification but it is far from the worst possible scenario. For this example we're using a solenoid which is capable of flowing 500 hp and a 250 hp jet.
To keep the maths simple we'll assume 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) is often MUCH GREATER than that!!!
We'll assume that we want to launch at 50 hp (20% of the jet size) and that the 'generic' solenoids will 'actually' open at such a low level, even though it's very unlikely.
Now consider the following;
1) The solenoid is sent an electronic pulse equivalent in duration to 'theoretically' deliver just 20% of the nitrous that the jet would flow if the solenoid was energised continuously.
2) By looking at the magnetic flux graph above, it can be seen that the nitrous plunger doesn't open immediately but for simplicity we'll assume it does.
3) However in this arrangement what actually happens is that the solenoid flows
500 hp for 20% of the time and fills up the pipe work, acting as a nitrous reservoir.
4) For the duration of the pulse, HALF the nitrous flows out through the jet.
5) To achieve JUST a 20% (50 hp) delivery the flow through the jet needs to be stopped at the same time the electronic pulse is stopped.
6) Unfortunately in this example the pipe work still contains roughly the same amount of nitrous as was flowed to make the 20% power gain that was required.
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 pipe of equivalent length to the first set up.
The end of pipes on the right would be connected to a nozzle.
Once again we'll assume the same scenario with a solenoid capable of flowing 500 hp and a 250 hp jet.
In this example the volume of the pipe work is much less than the first example and has no effect on the pulsed flow.
Again we'll assume that we want to launch at 50 hp (20% of the jet size) and that the 'generic' solenoids will 'actually' open at such a low level, even though it's very unlikely.
Now consider the following;
1) The solenoid is sent an electronic pulse equivalent in duration to 'theoretically' deliver just 20% of the nitrous that the jet would flow if the solenoid was energised continuously.
2) By looking at the magnetic flux graph above, it can be seen that the nitrous plunger doesn't open immediately but for simplicity we'll assume it does.
3) 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.
4) For the duration of the pulse nitrous flows out through the jet.
5) To achieve JUST a 20% (50 hp) delivery the flow through the jet needs to stop at the same time the electronic pulse is stopped.
6) In this example the lack of a reservoir stops the flow through the jet in accordance with the electronic pulse finishing and ONLY a 20% (50 hp) increase is delivered to the engine.