I'm no nitrous expert, but I would think it would be similar to tuning forced induction, using an air/fuel gauge and other indicators while slowly injecting more nitrous and tweaking the fuel map along with it. Or you could just wait for a tuner to do the R&D for you and just buy the appropriate components for the respective HP boost you want.
As for how long it would last would depend on how big the cylinder(s) is/are and how much nitrous is being metered into the engine, but of course nitrous in not really suited for long distance racing. |
Originally posted by DTECH-RX nitrous in not really suited for long distance racing. anyways, the tricky bit with nitro is that it doesn't need the same amount of fuel as air (i dont' know if its more or less, but not the same), and so trying to match fuel curves with a highly variable flow of nitro along with variation in air flow would prove to be quite the task... seeing as how you'd really only want WOT when you're using it anyways (accelerating at maximum), it's just plain simpler to tune it for one condition. |
Okay, what is this "supercooler" thing? Is it an A/C backed air/water IC like the "Intracooler"? Is it a mere air/water IC? On the more technical side, I'm interested in finding out how you can use energy from the engine to increase the power of the engine itself. Every time I do an energy balance in my head, I keep going in circles... maybe it has something to do with adding efficiency to the chemical energy of the fuel's combustion... or maybe I just need to accept Ford's dyno numbers ;) |
Originally posted by Boozehound On the more technical side, I'm interested in finding out how you can use energy from the engine to increase the power of the engine itself. Every time I do an energy balance in my head, I keep going in circles... maybe it has something to do with adding efficiency to the chemical energy of the fuel's combustion... or maybe I just need to accept Ford's dyno numbers ;) |
It's not a more efficient combustion? Doesn't increased charge = increased conversion of chemical energy to thermal/kinetic energy? More HC molecules combusting right? Wouldn't that be increased efficiency?
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Originally posted by DTECH-RX I'm no nitrous expert, but I would think it would be similar to tuning forced induction, using an air/fuel gauge and other indicators while slowly injecting more nitrous and tweaking the fuel map along with it... Anyway, my point is not that it can't be done. My first point is that it will take as much to tune the engine to the point that you described for nitrous, as it would to tune it for FI. It can be done, but you do reach the point of diminishing returns (in this case, performance for money/time/effort spent) so that it doesn't offer a better solution than FI 99.9% of the time. My second point is that I don't see nitrous being more effective in a rotary than in a piston engine. ---jps |
Originally posted by Boozehound ...When extra power is demanded, the AC diverts freon from the evap in the cab to the evap in the intake... It's a bit of added weight, and saps power off of the engine. So, if you can get an air/air IC to be effective for a certain setup, it would be much more preferable. If you can make an air/water IC work, it would be preferable. But that's not to say that the "supercooler" or "intracooler" don't have their places. ---jps |
Originally posted by Boozehound It's not a more efficient combustion? Doesn't increased charge = increased conversion of chemical energy to thermal/kinetic energy? More HC molecules combusting right? Wouldn't that be increased efficiency? Efficiency is what percentage of chemical energy within the air/fuel mixture the engine converts to mechanical energy (power). An increase in efficiency will invariably result in increased gas mileage and usually result in increased power. For example, putting a turbo on a car will make the engine perform as if it was a larger unit. However, the gas mileage will not improve. Taking the same engine and reducing the friction in it will make more power and get better gas mileage. |
I wouldn't be suprised if there is 15+ hp available from a good exhaust. On the WRX, replacing each cat with a straight pipe adds ~10 hp. Dyno runs have shown about 30 hp from a catless system (yes, we have three cats). The improvement down low for us was lag improvement(doesn't apply here), but the high end would be the same as a NA motor - all Volumetric Efficiency improvement.
Also, a good cat design is available, but too expensive for OEM. http://www.randomtechnology.com/technical.html Shows a couple examples where the cat didn't hurt hp compared to no cat at all. I'll bet a good header and exhaust could give 20 hp without a problem. It would likely be lighter by 10-15 lbs, too. Tom |
Tom, the WRX is a much different engine with a turbo no less.. Afaik, turbo charged engines have always responded very well to a more free flowing exhaust, including the turbo rotary.
Babylou brought up a good point though.. most of these "hp gains" will be realized at the very top end of the power band, probably 7K and up. And while I will drive at those rpms sometimes I think most people would love to get more gains across most of the power band. For example on my current car, swapping a set of smaller pulleys is very popular, it usually gives a gain of about 3 whp across the full power band. Can something like that be done on the Renesis? The downside of this is that the smaller alternator pulley doesn't charge it as well.. and the headlights dim at idle rpm. |
Originally posted by Quick_lude Tom, the WRX is a much different engine with a turbo no less.. Afaik, turbo charged engines have always responded very well to a more free flowing exhaust, including the turbo rotary. ---jps |
Originally posted by Quick_lude swapping a set of smaller pulleys is very popular, it usually gives a gain of about 3 whp across the full power band. Can something like that be done on the Renesis?. |
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