I think we pretty much singing from the same sheet there Trev, the only difference being my comments are based purely on the data given from the link, not trying to summise what happens in every situation.
I puposely didnt mention REVO's purely because of this, as i figured, had that data been posted by a WON customer, you would have known about and probably used it before it became an internet posting elsewhere. It can be assumed, rightly or wrongly that the engine data is acquired from pulsed technology or a fixed stage hit.
The points you made about the reasons for more constant delivery apart from the solenoid frequencies, where also the reasons i had in mind for the consistent density, and it is likely the 2 are very closely interlinked.
Going back to the posted data, in that instance there is some decomposition of the nitrous, but not complete. The pressure spikes on the downstroke indicate a further erratic combustion and an increasingly lean mix, this can only really be contributed to further decomposition, least in my opinion. Would be interested to hear your opinion if it differs much
Yes, turbo motors make ideal nitrous motors, but even they wouldnt handle runaway peak pressures, especially on or around TDC, high pressure increases in this area make very little torque but owing to the crank angle contribute highly to engine damage. To withstand the sort of figures we'd be looking at then we are well into the realms of nitro engines.
Total thermal decomposition prior to ignition, in our applications is very very bad, as we no longer have any control over it, so if we are reaching that level, then to move beyond it and regain control, we need to know :-
a)if the fuel is indeed acting as a catalyst, and if so by how much and then gain knowledge of the decomposition rates/temp/pressure tables. Then we could have timed injection of the fuel directly into the cylinder as per a diesel to control where the power starts
b) if the fuel is not acting as a catalyst the quantity/temp/pressure relation of the nitrous decomposition so we can have timed injection of the nitrous so again we can put the power where its needed.
Once thats mastered, the heat is the next thing we need to control, as this would be the next limiting factor of how hard an engine could be pushed
Owing to the above thinking, i personally think, as stated when you first mentioned it, that direct cylinder injection is the way forward, as this will push the boundaries the furthest whilst maintaining control and why im also willing to let you use any spare engine i have to further this along, as it undoubtedly has a magnitude of problems that come with it, some known, some not. Only time will tell if they can be completely overcome. That same technology may also be needed for something along the lines of timed water injection to combat heat, or timed nitrogen injection to help harness the forces created.
Anyway, enough for now, i need to get my thinking head off, and my spanner head on!! Lol
Steve