jason norwood wrote:I talked to a superchagerger engineer from Eaton and he did tell me that it would eat the coating off the charger blades.........
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Gas Properties
Molecular Weight
Molecular weight : 44.013 g/mol
Solid phase
Melting point : -91 °C
Latent heat of fusion (1,013 bar, at triple point) : 148.53 kJ/kg
Liquid phase
Liquid density (1.013 bar at boiling point) : 1222.8 kg/m3
Liquid/gas equivalent (1.013 bar and 15 °C (59 °F)) : 662 vol/vol
Boiling point (1.013 bar) : -88.5 °C
Latent heat of vaporization (1.013 bar at boiling point) : 376.14 kJ/kg
Vapor pressure (at 20 °C or 68 °F) : 58.5 bar
Critical pointCritical temperature : 36.4 °C
Critical pressure : 72.45 bar
Gaseous phase
Gas density (1.013 bar at boiling point) : 3.16 kg/m3
Gas density (1.013 bar and 15 °C (59 °F)) : 1.872 kg/m3
Compressibility Factor (Z) (1.013 bar and 15 °C (59 °F)) : 0.9939
Specific gravity (air = 1) (1.013 bar and 21 °C (70 °F)) : 1.53
Specific volume (1.013 bar and 21 °C (70 °F)) : 0.543 m3/kg
Heat capacity at constant pressure (Cp) (1.013 bar and 15 °C (59 °F)) : 0.038 kJ/(mol.K)
Heat capacity at constant volume (Cv) (1.013 bar and 15 °C (59 °F)) : 0.029 kJ/(mol.K)
Ratio of specific heats (Gamma:Cp/Cv) (1.013 bar and 15 °C (59 °F)) : 1.302256
Viscosity (1.013 bar and 0 °C (32 °F)) : 0.000136 Poise
Thermal conductivity (1.013 bar and 0 °C (32 °F)) : 14.57 mW/(m.K)
Miscellaneous
Solubility in water (1.013 bar and 5 °C (41 °F)) : 1.14 vol/vol
Chemistry fun fact of the day - soluble in water due to Hydrogen bonding!
Material compatibility
Air Liquide has assembled data on the compatibility of gases with materials to assist you in evaluating which products to use for a gas system. Although the information has been compiled from what Air Liquide believes are reliable sources (International Standards: Compatibility of cylinder and valve materials with gas content; Part 1: ISO 11114-1 (Jul 1998), Part 2: ISO 11114-2 (Mar 2001)), it must be used with extreme caution. No raw data such as this can cover all conditions of concentration, temperature, humidity, impurities and aeration. It is therefore recommended that this table is used to choose possible materials and then more extensive investigation and testing is carried out under the specific conditions of use. The collected data mainly concern high pressure applications at ambiant temperature and the safety aspect of material compatibity rather than the quality aspect.
Metals
General Behavior : Equipment must be thoroughly degreased before use.
Risk of violent reaction particularly with the valves.
AluminiumSatisfactory
Brass-Satisfactory but corrosive in presence of moisture.
Copper-Satisfactory but corrosive in presence of moisture.
Ferritic Steels (e.g. Carbon steels)-Satisfactory but corrosive in presence of moisture.
Stainless Steel-Satisfactory
Plastics
Polytetrafluoroethylene (PTFE)-Satisfactory
Polychlorotrifluoroethylene (PCTFE)-Satisfactory
Vinylidene polyfluoride (PVDF) (KYNAR™)-Acceptable but possible ignition under certain conditions
Polyamide (PA) (NYLON™)-Acceptable but possible ignition under certain conditions
Polypropylene (PP)-Acceptable but possible ignition under certain conditionsElastomers
Buthyl (isobutene - isoprene) rubber (IIR)-Non recommended, possible ignition and significant swelling.
Nitrile rubber (NBR)-Non recommended, possible ignition and significant swelling.
Chloroprene (CR)-Non recommended, possible ignition and significant swelling.
Chlorofluorocarbons (FKM) (VITON™)-Non recommended, significant swelling.
Silicon (Q)-Satisfactory
Ethylene - Propylene (EPDM)-Non recommended, possible ignition and significant swelling.
Lubricants
Hydrocarbon based lubricant-Non recommended, possible ignition.
Fluorocarbon based lubricant-Satisfactory
ryan arbuckle wrote:1. I would say n2o after the blower. The reason for this is because of what is called "latent heat of vaporization". As your n2o goes from highly compressed liquid to a gas, the pressure drop dramatically decreases temperature, reducing your intake charge temps as well. Lower charge temps mean less chance of pre-ignition, which means you can run more advance, boost, compression, etc. It also simplifies your install since its just putting a nozzle in a hose, instead of disassembling your blower.
2. Eaton blowers are a screw-type supercharger. The famous Weiand Roots-type blower is exactly that, it creates boost by crudely pumping air at the engine at such a volume that positive pressure is made. Screw and centrifugal (including turbosuperchargers) blowers actually compress the air inside the blower themselves, and have higher adiabatic efficiency, in other words, they don't heat the air up as much as a Roots-type blower, but don't look as cool as a monstrous iron lung and dual carbs erupting out of the hood.
ryan arbuckle wrote:1. I would say n2o after the blower. The reason for this is because of what is called "latent heat of vaporization". As your n2o goes from highly compressed liquid to a gas, the pressure drop dramatically decreases temperature, reducing your intake charge temps as well. Lower charge temps mean less chance of pre-ignition, which means you can run more advance, boost, compression, etc. It also simplifies your install since its just putting a nozzle in a hose, instead of disassembling your blower.