Think of it this way. When the solenoid is off the rail and lines become empty of NOS. When the solenoid first turns on the NOS is going to get to the various cylinders in and uneven fashion until the longest path is filled with NOS. The causes a measurable unbalance in the cylinder by cylinder output of the engine. It is best to make a short rail and position it centered, then make all the hard lines the same length. This is just how a common rail fuel system works except that the solenoid is on each injector and they still see fit to make them this way!
A purge isn't going to overcome the rail issues I pointed out. It will purge the line prior to the solenoid only. Doesn't matter how much pressure you have in the bottle the air in the rail and lines after the solenoid will cause the imbalance. The NOS is going to take the path of least resistance and that is going to be the shorted way out provided there are no kinks in the lines. Most people use a NOS solenoid that only has a 0.125" orifice in it so that's all its going to flow into that rail and lines. That and the fact that most of the time you turn the NOS on, it is already under boost slows the flow to the cylinders. While you may not think much of it matters, it is the small details that make one system work better than the others!
My thoughts exactly.The only "equal" system would have one solenoid per cylinder fed from a rail, and purge the rail before the run.
IMHO,
Chris
Well you said it wouldn't work on a gasser, now you say that it has "burned many gas engines." That leaves some that are still working even if it was the cause of the problem. So which is it?
Ever think maybe it was because they did not tune it correctly?
.... you guys realize the cummingz has delt with oxygen imbalance since being produced right?
That isn't what you said at all, or none of this discussion would have taken place.Like I said, diesels are not very sensitive to nitrous system design flaws. You can just route a hose to intake tube and open bottle valve.