i have to believe that at least "some" liquid nitrous makes it into the cylinder. mainly at VERY HIGH levels of nitrous with extremely dense charges. but thats beside the point, after you get past the 2nd paragraphs you will see why i think that.. even if im wrong
I remember we were talking about the need to advance timing once you reach a certain point. I thought about it and thought about it and the only conclusion i can gather for that happening, is that you are trying to put heat BACK into the chamber to help the split. surely its not because of a nitrogen buffer to flame speed so what another viable reason? my conclusion was that if its cold enough your having to put heat back, coupled with the rising cylinder pressure as the piston approaches tdc, then isnt it feasible that a % of the nitrous molecules could be suspended in a liquid or motionless state? (ie you "froze" the reaction with high pressure and low temperature) only to be burned and useful once the temperature has risen and pressure has fallen to a level acceptable for the reaction to start again? and lets assume you are correct and the 0% of the nitrous is liquid inside the chamber, this "freezing the reaction" theory could still hold true for the gaseous nitrous could it not?
i agree that as you increase compression you increase heat.. and if my understanding is correct, this is because your compressing moving molecules and the movement between them creates greater and greater heat.. but what happens when you compress the molecules enough they stop moving? or at least slow enough to create a substantial reduction in heat output. and if you compressed them to this point, fast enough, perhaps you "trapped" some of the N2O before it had a chance separate. remember that not only do you have the piston causing an increase in pressure, but the un-bonded N2O molecules MUST occupy more space once split. (because they are in gas form now, and not liquid, then there is still just a little room for compression preventing hydro-lock of the cylinder. also the outside edges of the charge shouldn't be as dense as the center, due to the high speed of the engine "out running" the pressure equlization though out the cylinder, again preventing hydrolock. ) The molecules to stop moving first would be in the center of the charge, as the center of the charge would receive the highest pressure first. (as pressure is evenly distributed from the outside, the center MUST reach maximum pressure before the rest of the charge... progressively of course) this pressure would slow the phase change of any liquid remaining in the center of the charge even if it didn't completely eliminate it. therefore "saving the cooling affect" for later in the combustion cycle. (hence my original comment there there had to be just a slight amount of liquid left) so ultimately the center of the charge is the coldest, (thanks to the slowed phase change) and the least "active" ( thanks to the pressure) spot in the nitrous charge. and thats where i get my "trapping the reaction" theory. it also occurs to me that any in cylider testing probes would only record the outer edges of the charge and not the center so any data from them, while useful, is not a direct picture of what is occuring.
It also just so happens that the epicenter of this would happen right under the spark plug. ( i dont suggest this phenomenon would occur throughout the whole cylinder) This would explain the need for spark advance. i would also be interested to know if the tuners at these levels of nitrous are having to add what seems like "extra" fuel for the amount of nitrous they are using, as this would fit directly into my theory.
anyways, im probably way off, and now you've thrown a new term at me (auto dissa whatever.. ill go back lol) so im gonna rethink it. sometimes its hard for me to relate what im thinkin in my head accurately into words. im just trying to throw things around and maybe find something overlooked that could be critical. but like you said, the reverse of what i have described above is true, so again, im probably off, but that was my logic
my reason for going into this this deep is to answer the question of maximum efficiency. ie, how do you know how to "build your engine" to "match the nitrous" in the most effcient way possible. is nitrous more efficient when the reaction is breifly stopped and made explosive, or when it splits contiuously.. and other questions that all fit the "big picture"
as far as my statement about removing compression ratio, indeed there is many ways to do it, i was refering to an engine that would have an "instant drop" in compression ratio via some mechanical means of volumetric efficiency reduction and not a "built in" static ratio reduction...
for the statement RAISING compression, there is a simple way to do it, that still allows you to increase chamber volume while running the same compression ratio, bore and stoke and piston top surface. (possibly even a reduction in dome size) some engines may be at the limits on power and a decrease in the stoke to lower compression could be detrimental, but at the same time, they might have reached a critical point where the engine cant physically make anymore power, (cant physically fit any more nitrous into the chamber, or they have started running into the "advance the timing" problem) in this case, how do you increase chamber volume and maintiain compression? (thereby increase engine efficiency) well simply enough, you increase the stroke, but what if you already at your class's crank limit or you physically cant put a bigger crank in do to clearance? there is an answer for that. (this is just a discussion point though, not really important until we answer the questions above)
...its funny to me that while others are debating which solenoid is better, we have moved on to conversations such as this that acutally address the physics and chemistry of whats happening. i believe most companies are still under the "it just does" philosophy and dont take into account the minute details that maximixe power potential.
First of ALL you have to chew on this;