NITROUS OXIDE ( nos / n2o ) advice forum

my thing is dont try to spray over 300 on a 1500 cc engine, with sequential injection, and then run it dry....just doesnt sound like it would work to me lol

i know alot of people that have a "step" from the inlet manifold to the head to prevent reversion.

so the port on the head is smaller then the inlet manifold runner diameter.

also done from the throttle body to the intake manifold.

yep sorry got it the wrong way round, shouldnt post when im tired.

i'll see if i can find the write up on it somewhere, i cant remember where i saw it now.

Reading over alot of these old posts i wish i were around to help with answers....every engine is differant period so runner length and radias and fillits in the opening..stick or auto matic..turbo ,NA Nitrous RPM all play in the runner design...


Sequential is the only way to go but you need a ECU and components to handel the speed and timing accuracy also....

You know as i said there alot of factors to reverstion and fuel stand off,one thing that the F1 crown does to help with this is the variable length runners also,now this is what neat its varfied but the shape of the tube and throtle blade...they have it worked out the blade is oval and ever so many degrees of rotation change the effective length or volome....also its noted that most have there injectors over the bell mouths...
Hence a staement trev has said all along,but 17000 rpm V-10 3. something is so cool though....
I love this video....now this is 3 to 4 year old design or older...i know F1 Honda are a bit lover in the itake track but above the throtle blades...

http://www.youtube.com/watch?v=E15a6AEA ... re=related

Johnny,

I've spent an awful lot of time researching reversion, and more specifically, F1 engines.

As an example, over the past 2 years I've spent an enormous sum on technical literature specific to F1 engines and their engineering. I suspect we'd have a lot of fun going over some of it.....

That video, while released in 2004, shows a 2003 engine. There were 2 other videos taken of the Renault engines on the dyno, but they have since been pulled down by I suspect Renault Sport.

Renault never pursued variable intake geometries due to cost limitations. Their budget was consumed during this period trying to make the "wide angle" V-10 reliable. (Jean Jacque His' baby, the 110 degree "V")

To bring the topic back to WON, I believe that using a Venom injector fed by high fuel pressure, and located in the correct position, will give better fuel distribution and less reversion than using EFI fuel injection. This is more specific to optimal placement of the nitrous discharge point, so you can't put a fuel injector dead center of a runner in front of the nitrous plumb and expect good things to happen. LOL