OK Larry,
Now I have had some more time to let everything you have said sink in I realise that you too are posing some very interesting questions and possibilities.
Clearly I see now the clear differences between reducing air temps in the air intake tract and reducing temperatures inside the combustion chamber. Consequently from a tuning point of view a constant charge air temp is probably better to work with than one that varies greatly between very high and very low. So there seems some scope for liquid to air intercooling even if over longer trips it is recognised as less efficient than air to air.
Right, I concede the higher octane level. Despite the previous arguments I have seen there seems little else that you can conclude when essentially only race gas allows you to run the same boost as propane injection does without detonation.
This brings me onto Nitrous and Propane and "cooling" effects. Now correct me if I am wrong but I thought Propane or LPG was a liquid under pressure in the bottle (as is Nitrous), but that as soon as they leave the pressurized container they are aleady vapours. So technically are they still capable of the real cooling they could do if injected as liquids under pressure? (Consider how cold the spray out of a CO2 extinguisher is for example as it is in the process of vapourizing).
Or do high pressure fuel lines mean these two gases remain liquid inside the lines until injection and exposure to the outside air? I wish this was true but I doubt it.
Now as regards my particular application you have given me considerable cause for thought. Clearly the complexity issue of running several systems suggests we should have a baseline. A lower boost pressure that the engine can handle without detonation suppression systems being required and a solid bulletproof maintenance free intercooling system that even if not highly efficient reduces temperatures sufficiently on its own (a good FMIC for example). This would allow us to drive quite happily and in complete safety even in the event that pumps failed, fuels ran out, leaks occurred or tank pressures dropped. Then the good bit, we OVERRIDE all this by raising boost feedin in additional fuel (lots of it ... Propane) which we could even supplement further by wiring a WOT switch to inject Nitrous if the nitrous is armed at real full power (or we could just make that last part manual.
So the real question now Larry. This is a water injection forum. At that stage when all hell is breaking loose petrol is burning at pretty much optimal efficiency ... Octane is up to around 104-110 ... nitrous is blasting through spreading oxygen everywhere adding to the happy horsepower mayhem, so just what the hell would happen if water was injected into the intake tract at that stage? Is it going to help any, I mean can it reduce combustion temps further (I say probably yes since it has the most optimal conditions for instant vapourization). Could it reduce efficiency (I'm just wondering if we hog space in the combustion chamber with water that cannot produce oxygen as efficiently as nitous are we cutting back on the nitrous injection efficiency? Or thirdly would it be incapable of doing anything at this stage and should it be used at a different stage ... perhaps to simply suppress detonation at high boost without switching on propane and significantly increasing horsepower. Because sometimes too much horsepower is not good.
I'm getting my system together here Larry. Help me put the finishing touches in here.
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