14.5 afr on a diesel is the “ideal” afr because at the end of combustion you are left with no extra fuel and no extra air. That’s a perfect scenario. Getting that good of a mixture In the cylinder is difficult. You’ll generally see haze when the afr hits 15. Anything lower than 15. Will progressively get darker because the fuel is now burning all of the available oxygen and the rest is actually turning into charcoal briquettes. If you light a OXY acetylene torch it has soot particles until you add the oxygen.
I usually see noticeable haze starting at 17 and it’s pretty smoky by 15. Not like can’t see thru it smoky but like a brown column smoky. That is usually the peak power and egt point I have found.
Josh that was an excellent video the information was priceless you passed on your real world experience which will hopefully save us melting pistons 🙂 Can't wait for Thursday's video 🙃 Take care stay safe and God bless you always 🙋♂️🇬🇧
Furthermore at a 14.5 afr you are extracting the most energy out of the fuel. As we know energy is Released forcing the piston down, energy is also released as heat. The “ideal” air fuel ratio is going to have the hottest combustion temperature. Now you can use that information to understand why having lean air fuel ratios decreases cylinder temperatures. You will have extra air in the cylinder allowing what fuel is injected to have a more complete burn. Something similar is true for a excessively rich condition. It will burn all of the available oxygen and the extra fuel is actually cooling the chamber down. It might look bad with all the black smoke but with a limited inducer size you want to use every last bit of oxygen that makes it into the cylinder.
I am a field asset performance optimization engineer for a company that is typically considered the worlds leading industrial engine/process troubleshooting firm. I was a CAT, Waukesha, White, Cooper, Solar, GE mechanic for six years before I went to Texas Tech for mechanical engineering, so have field tech experience to argue with school kids haha. I am newish to diesel platforms, having a 96 12 valve as of March 2020. I spearheaded development of an emission feedback control system using quartz crystals to analyze emission spectrum of exhaust gases immediately post escape event. Paired with dynamic pressure transducers, and velometers for maximum parameter analysis and control. Typically only for natural gas compression, LNG terminals, and power generation. I have been working towards adapting/scaling for automotive diesel applications, but it is really cost prohibitive haha.
@@bcbloc02 sorry I meant off the lean end. I've got no use for smoke. I've gone from 750egt 3psigat 65mph to 450egt 5psi at 65 . With a flog the dog peak/ sustained of 1250 at the top of a long steep grade ( Soldier Summit I - 80 east of salt lake) at 16020lbs ( cat scale)
Love the informational videos just as much as the builds. Maybe a future video could be on external wastegates? Not too much to talk about there but would be cool.
Thanks for the info. After my engine is built. I plan on making some pulls and seeing how the exhaust looks. If its not cleaning up with turbos I will be looking into a nitrous express kit. Great info on the cooling properties of over spraying. I will keep that in mind if egts get out of line. Sounds like you prefer to set it up to hit based more on rpm than boost presure. 500 rpm or so before peak hp.
@@horsetorquesdiesel I 100% agree. I was thinking having it spray based on boost could lead to some inconsistant results as boost is affected by load on engine. So it could end up spraying way to early. Or late.. probably give you a 2 stroke like power band when the turbos lit though! Thanks again Josh.
Kind of off topic on the video but just wondering if on your common rail if you could have a post fuel shot at say 90deg crank angle just to knock some temp out and maybe save parts. Probably would increase smoke though. Just a thought.
Tanks for your great explaning of various topics its really interesting and I learn very much through your videos. Ive used that knowledge on my own Project an Audi 2.0 tdi im from Germany its really hard to get a dodge cummins here there ether really expencive of trash. Keep up the great work and merry Cristmas
Josh, on the dyno runs and drag racing, once your big kits are on they stay on for the duration of the dyno run, ( short, I know,) and duration of the 1/8 mile or whatever? You ever boost reference as the trigger for the kits coming on? I ask because I know you can get rpm from cam signal but I also know it can be sorta an erratic signal and a big kit coming on too early would suck. thanks
Awesome video with tons of tech info about purposes and goals of use. Thanks for sharing the knowledge! Definitely no substitute for experimenting and trying different set ups. Do you have to make a lot of changes based on elevation changes for competition?
Most competitions are at low elevation meaning more oxygen is in the available air at a higher PSIA. Josh's tuning is done at 5892 elevation so when he goes down to sea level it's like giving an extra 5-50hp shot of nitrous, on the other hand if power Driven was to host an event sea level competitors would have to adjust their tune to lean it out to compensate for lacking O2 at elevation and they're only being 12 PSIA ( psi absolute) ambient air pressure. And seeing how turbos do not understand pressure they only understand pressure ratio in: out having a -2 psi start point is a snowballing situation. It's a big factor in why Lenny at Dynamite Diesel wants to know where you're going to drive the truck it'll change what sticks you get recommended to install.
The smile on your face while you described the instant on of coming on on the pipe as the nitrous lights the wick. Now you understand my inspiration and drive I want this from stoplight to stop light I've got a good grin but not the smile you've got. If you want to do lean burn experiments let's have lunch and and have this conversation 3/4 therewith my experiments.(Layton to Cedar City's only 5 hours)
plus there are zero harmful effects of a diesel engine running too lean. eventually it will reach an air fuel ratio that is so lean the engine will make less power but no damage can occur, the opposite of having too much fuel which is bad and causes high egt. which is also the exact opposite for gasoline engines which in their case a too lean scenario causes extreme in cylinder heat and too rich does no harm (to a point, as a gas engine can run sooo rich that youre getting gas past the rings, engine oil smells like gas and therefore can wipe out bearings). for example banks made 1000hp with an l5p at 23:1 afr, but if a small block chevy ran the same afr it would melt holes in the pistons. additionally the measured value of excess fuel or air in the exhaust is called lambda. a lambda of .99 and below indicates all oxygen has been used with an excess of fuel (rich). a lambda of 1.01 and above indicates that all the fuel injected has been burned with an excess of oxygen remaining (lean). and lambda of 1.0 means there is no excess of either in exhaust thus a perfect burn has been achieved, which in theory means engines afr is at the stochiometric ratio for whatever fuel its running on (14.5:1 diesel, 14.7:1 e10 gasoline, 1.7:1 nitromethane, ect)
Two questions for ya: 1- Is there a draw straw in the nitros bottle and if so should the bottle be aligned with valve towards the front of the vehicle so you ensure you are actually pulling liquid instead of vapor? 2- Is the nitros in liquid form all the way through the system until it hits the discharge nozzle?
@@horsetorquesdiesel Cool thanks for the reply, I've built sanitary stainless systems for people that use bottled butane and was very curious if the nitros operated in a similar fashion and if the components were put together the same
I’m gonna be using a Watermethanol kit to inject diesel into the motor and a nitrous kit. What meth jet do you recommend for the diesel? I’m thinking about starting with 500ML to inject about 50/75 nitrous thanks in advance
No where not understanding each other I plan to use the meth kit with out Watermethanol and instead use the kit to inject diesel. That way I don’t have to upgrade injectors or cp3 yet
14.5 afr on a diesel is the “ideal” afr because at the end of combustion you are left with no extra fuel and no extra air. That’s a perfect scenario. Getting that good of a mixture In the cylinder is difficult. You’ll generally see haze when the afr hits 15. Anything lower than 15. Will progressively get darker because the fuel is now burning all of the available oxygen and the rest is actually turning into charcoal briquettes. If you light a OXY acetylene torch it has soot particles until you add the oxygen.
I usually see noticeable haze starting at 17 and it’s pretty smoky by 15. Not like can’t see thru it smoky but like a brown column smoky. That is usually the peak power and egt point I have found.
The only problem is that burns extremely hot. That’s what almost all race trucks run 21+ AFR
Best diesel channel on TH-cam
Josh that was an excellent video the information was priceless you passed on your real world experience which will hopefully save us melting pistons 🙂
Can't wait for Thursday's video 🙃
Take care stay safe and God bless you always 🙋♂️🇬🇧
Thank you sir!
great vid, glad you don't take the haters too seriously and prove them wrong... I've never ventured into the giggly juice (yet)
Josh, thanks so much for sharing your experience on the nitrous end of things, lots of good stuff here, thanks!!!
Great way to explain it to us beginners!!watched it 3 times and im starting to get it,lol,!!
Just watched this for the 3rd time. Tons of great info in here. Thank you!
Living vicariously through your videos….thanks for sharing all this knowledge!
Thanks for all the great information. Your channel rocks. Hope you come out with some swag.
My wife is close to being done!
Great video Josh ! There are always hatters out there. That means you do it right 😬💪🏻🤘🏻
Furthermore at a 14.5 afr you are extracting the most energy out of the fuel. As we know energy is Released forcing the piston down, energy is also released as heat. The “ideal” air fuel ratio is going to have the hottest combustion temperature. Now you can use that information to understand why having lean air fuel ratios decreases cylinder temperatures. You will have extra air in the cylinder allowing what fuel is injected to have a more complete burn. Something similar is true for a excessively rich condition. It will burn all of the available oxygen and the extra fuel is actually cooling the chamber down. It might look bad with all the black smoke but with a limited inducer size you want to use every last bit of oxygen that makes it into the cylinder.
He is saying the same thing just dumbed down for all us special people
I am a field asset performance optimization engineer for a company that is typically considered the worlds leading industrial engine/process troubleshooting firm. I was a CAT, Waukesha, White, Cooper, Solar, GE mechanic for six years before I went to Texas Tech for mechanical engineering, so have field tech experience to argue with school kids haha. I am newish to diesel platforms, having a 96 12 valve as of March 2020. I spearheaded development of an emission feedback control system using quartz crystals to analyze emission spectrum of exhaust gases immediately post escape event. Paired with dynamic pressure transducers, and velometers for maximum parameter analysis and control. Typically only for natural gas compression, LNG terminals, and power generation. I have been working towards adapting/scaling for automotive diesel applications, but it is really cost prohibitive haha.
@johnny trans . What happens when you push the air fuel ratio way closer to 10.0 ?
@@daviddroescher lots of heavy black smoke low egt and power. In my experience anything fatter than 12 on a diesel and it starts losing power.
@@bcbloc02 sorry I meant off the lean end. I've got no use for smoke. I've gone from 750egt 3psigat 65mph to 450egt 5psi at 65 . With a flog the dog peak/ sustained of 1250 at the top of a long steep grade ( Soldier Summit I - 80 east of salt lake) at 16020lbs ( cat scale)
Love the informational videos just as much as the builds. Maybe a future video could be on external wastegates? Not too much to talk about there but would be cool.
Definitely!!!!
Laughing gas is hard on the wallet but so fun to watch!
I needed this video ..ill be in touch first of the year about this...
Going to juice the 2nd gen huh
@@jamesmarlar696 possibly...i have thought about it!
You’ll go faster for sure!
@@horsetorquesdiesel when you get a sec. I have some questions!!! Thanks Josh
Great content, love the details and description! Killing it!
Have you been concerned with the cetane level of your fuel as it would seem a big concern. I know I always wonder how I can get consistent fuel
No I only get fuel from Maverick or Loves and use hotshot secret, I let Airdog do the rest!
I don’t think there has been any of your videos I have not enjoyed! Keep them coming. Adrian
Ty!
Thanks for the info. After my engine is built. I plan on making some pulls and seeing how the exhaust looks. If its not cleaning up with turbos I will be looking into a nitrous express kit. Great info on the cooling properties of over spraying. I will keep that in mind if egts get out of line. Sounds like you prefer to set it up to hit based more on rpm than boost presure. 500 rpm or so before peak hp.
Boost is a very arbitrary number. Once the engines moving the turbos are either moving or they fixing to move
@@horsetorquesdiesel I 100% agree. I was thinking having it spray based on boost could lead to some inconsistant results as boost is affected by load on engine. So it could end up spraying way to early. Or late.. probably give you a 2 stroke like power band when the turbos lit though! Thanks again Josh.
Kind of off topic on the video but just wondering if on your common rail if you could have a post fuel shot at say 90deg crank angle just to knock some temp out and maybe save parts. Probably would increase smoke though. Just a thought.
Tanks for your great explaning of various topics its really interesting and I learn very much through your videos. Ive used that knowledge on my own Project an Audi 2.0 tdi im from Germany its really hard to get a dodge cummins here there ether really expencive of trash.
Keep up the great work and merry Cristmas
Josh, on the dyno runs and drag racing, once your big kits are on they stay on for the duration of the dyno run, ( short, I know,) and duration of the 1/8 mile or whatever? You ever boost reference as the trigger for the kits coming on? I ask because I know you can get rpm from cam signal but I also know it can be sorta an erratic signal and a big kit coming on too early would suck. thanks
I use throttle position with a timer
I love the huge stack of black smoke like a frieght train haha i love it also ❤😂
Well Ziegler’s truck when he made 3336 was such little smoke it was really impressive
This makes sense! I'm moving my sprayer to the hot side! Thanks for the info
Awesome video with tons of tech info about purposes and goals of use. Thanks for sharing the knowledge! Definitely no substitute for experimenting and trying different set ups. Do you have to make a lot of changes based on elevation changes for competition?
No it’s more of a driver mod then tuning
Most competitions are at low elevation meaning more oxygen is in the available air at a higher PSIA. Josh's tuning is done at 5892 elevation so when he goes down to sea level it's like giving an extra 5-50hp shot of nitrous, on the other hand if power Driven was to host an event sea level competitors would have to adjust their tune to lean it out to compensate for lacking O2 at elevation and they're only being 12 PSIA ( psi absolute) ambient air pressure. And seeing how turbos do not understand pressure they only understand pressure ratio in: out having a -2 psi start point is a snowballing situation. It's a big factor in why Lenny at Dynamite Diesel wants to know where you're going to drive the truck it'll change what sticks you get recommended to install.
Awesome, can’t wait to melt some pistons
Love it video
Great video need help wanna run 100 shot in my stock duramax which jet should I use or which ones do you recommend
Start with a .078
The smile on your face while you described the instant on of coming on on the pipe as the nitrous lights the wick. Now you understand my inspiration and drive I want this from stoplight to stop light I've got a good grin but not the smile you've got. If you want to do lean burn experiments let's have lunch and and have this conversation 3/4 therewith my experiments.(Layton to Cedar City's only 5 hours)
It’s a lifestyle lol
Life is more enjoyable off the reservation away from the beaten path.
What are you using as activation parameters. Rpm /tps/ boost ? All the above?
Good stuff
God I need that manifold! Lol you trying to sell any?
Love to see some 3500 towing stuff just got a 4500 and like to start putting some parts on
Couple weeks away!
Hell Yeah Brother
plus there are zero harmful effects of a diesel engine running too lean. eventually it will reach an air fuel ratio that is so lean the engine will make less power but no damage can occur, the opposite of having too much fuel which is bad and causes high egt. which is also the exact opposite for gasoline engines which in their case a too lean scenario causes extreme in cylinder heat and too rich does no harm (to a point, as a gas engine can run sooo rich that youre getting gas past the rings, engine oil smells like gas and therefore can wipe out bearings). for example banks made 1000hp with an l5p at 23:1 afr, but if a small block chevy ran the same afr it would melt holes in the pistons. additionally the measured value of excess fuel or air in the exhaust is called lambda. a lambda of .99 and below indicates all oxygen has been used with an excess of fuel (rich). a lambda of 1.01 and above indicates that all the fuel injected has been burned with an excess of oxygen remaining (lean). and lambda of 1.0 means there is no excess of either in exhaust thus a perfect burn has been achieved, which in theory means engines afr is at the stochiometric ratio for whatever fuel its running on (14.5:1 diesel, 14.7:1 e10 gasoline, 1.7:1 nitromethane, ect)
any info on the ZEX diesel nitrous kit?
Two questions for ya:
1- Is there a draw straw in the nitros bottle and if so should the bottle be aligned with valve towards the front of the vehicle so you ensure you are actually pulling liquid instead of vapor?
2- Is the nitros in liquid form all the way through the system until it hits the discharge nozzle?
Yes it depends on what brand but for NX the draw straw is at the bottom on the side opposite of the logo.
Generally it’s liquid until right after the solenoid
@@horsetorquesdiesel Cool thanks for the reply, I've built sanitary stainless systems for people that use bottled butane and was very curious if the nitros operated in a similar fashion and if the components were put together the same
I've always wondered what would happen if you fed a diesel straight oxygen off a torch bottle.
Are you doing any injection timing changes when hitting spray?
No, I don’t, but to most I’m on the lighter side of timing anyways
Josh, love you no matter what but buddy we need some a white board action.
I need one huh lol
I’m gonna be using a Watermethanol kit to inject diesel into the motor and a nitrous kit. What meth jet do you recommend for the diesel? I’m thinking about starting with 500ML to inject about 50/75 nitrous thanks in advance
Don’t
Any main reason not to do it? I’m trying to add fuel to use the nitrous
@@dcd2060 meth and nitrous don’t mix
No where not understanding each other I plan to use the meth kit with out Watermethanol and instead use the kit to inject diesel. That way I don’t have to upgrade injectors or cp3 yet
u the man!
👍💪