On a slightly unrelated note, why do all the implementations I've seen online inject the recirculated air into the runners at the flange? Wouldn't it be much more intuitive to inject the air into the collector/turbine housing at a shallow angle instead? Any reason why that would not be a superior choice?

 

The beginning of the flame front is at the port. I've been taking to Robert at FP about this and he defined a difference in technique: kinetic energy recovery and engine bypass for combustion of air.

He told me the Evo system does work with a proper ecu like the latter, but there is no significant kinetic energy traveling through the oem system.

This is paraphrased if course .

I think if I do something to increase the kinetic energy transfer than we have a better shot at success. First and foremost on my list is to make the holes where air enters the manifold the same size as the runners from the valve. Second, I'm going to make my own valve. I'm looking for a specific seat to piston ratio , and valve height

 

What do you think is wrong with the stock SAS valve, valve not big enough?

 

For the transfer of KE no. To let air in the system for typical anti lag combustion yea. We're at a sort of crossroads. The manifold is the biggest restriction. The horizontal holes are tiny. Got your pm...!

 

Rats those are the holes I was asking about. I'm not sure how big I should open up my manifold since I'm using my usdm one. From your statement it looks sounds like I need to make them bigger.

 

I don't believe there is enough material in the manifold to open them properly for what I want to use them for. If you can infact drill them at all you'll have to gauge the amount of material that is present and be careful not to mis align. They are relatively small, I can't measure ATM because I'm still running the manifold ..

I think Robert was saying that in stock form it can provide enough air for ignition ( probably including banjo bolts that flow well enough). But he was saying that you'll need proper als capable ecu.

I'm following the path that if KE can work for us that we will be able to accomplish more that way.

What it was homologated for and what it's capable of in oe form is two vastly different abilities. So I want to make it function hardware wise like the newest wrc type stuff .

 

http://www.lancerregister.com/showthread.php?t=295771

Clearly able to be seen is the bpv routed to the sas. Interesting. Makes me think a little more kinetic.. Although on my phone it's hard to tell if its a standard exhaust mani.

 

If all goes as planned i'll have my secondary air injection (very similar to the mitsu) mocked up on my Nissan by the end of the week

 

viewed from NASA's collection of research.. looks an awful lot like the prodrive rocket ehh?

 

fuel inlet, aka exhaust from engine running rich, and oxidiser inlet aka bypass from charge pipe!

 

I do believe that picture you found is a true rocket using rocket fuel
http://en.wikipedia.org/wiki/Rocket_propellant

These are not the same as the combustion chamber (combustor) found in the prodrive cars or jet turbines although they may look very similar.

 

Principle is the same though as they both cite distinct similarities when justifying design

 

You think you could fuel a flame front by running the engine at 11.5 afr and with a bit of fresh air? Starting and stopping the system is something else but what engine afr would bring enough fuel to the combustion chamber and tuning that with the right fresh air..

The radial holes in the prodrive unit are exactly what the manifold is in that NASA pic. They angle and f you look at moto iq you can see they are nearly a chord to the diameter of the chamber.

Good wiki article though learned a few things there looks like a lot of fuel is used 2.x afr on rocket fuel (no idea ).


Anyways how's yours coming?

 

Ya the rocket engine is similar for sure but has some big differences compared to the combustor in jet turbines, similar looking yes but the rocket and combustor need to be cooled differently.

as for creating a flame front with rich AFR's: Its may not be raw fuel you are igniting but the carbon monoxide gas produced from running the engine rich
**NOTE I do not believe there is a reliable way to make this set up work without a combustor pre turbo. The more common mitsu style options i have worked with have all used retarded ignition to start the flame front. (i'll test a couple other options as well this week on the nissan)

I set up the throttle kick ALS (on a switch) for my Gallant VR4 last month which worked great (pretty conservative ALS) I'll post a little video that has some decent sound shortly.
**Galant is on V2 AEM**

Tomorrow i'll be finishing up welding my secondary air injection set up on my Nissan, very much looking forward to playing with this!
**240sx on V1 AEM**

Also working on another boosted set up running the secondary air injection (this one won't be ready for a while yet)
**Datsun 510 on the AEM Infinity EMS** The Infinity will allow us a lot more control so the little 510's ALS will be quite fun.

 

What's the infinity have on it for als control? Nothing?