NITROUS OXIDE ( nos / n2o ) advice forum

I have plumbed the stainless lines so that they run downhill, this way when I have finished at the track I can drain any fuel that is left in the lines so that the high octane fuel doesn't do funny things to the seals in the pulsoids.

I will use normal pump fuel for the main fuel tank but the fuel cell for the nitrous system will have a race fuel with a higher octane, haven't decided yet, but it will be something that can mix with unleaded pump fuel.

Paul

looking good , almost ready to go then, are you jetting each line ? i have my jets at the pulsoids , got even distribution when I flow tested ,with small jets as well, at base fuel pressure of 40 psi ,


Austin

Hey Austin, yeah I'm jetting each line, one set of lines goes under the throttle body and they are slightly longer than the rest, and they have a few bends in them so I figured they might not get even distribution.

Just have to make the fuel cell, run the nitrous line from the boot to engine and get some colder plugs, I'm going to try Autolite racing series, they have the ground strap already cut back and the heat range goes as cold as an NGK 10 heat range, or near abouts. So a month or so and she'll be all go.

Paul

Ah I see , FYI I am using NGK #7's gap .6mm , have been all last year , thats at 14 Psi boost and at 200 bhp N2O ,give good cold start up and idle no issues

I use NGK #7's at the moment, so with a 100hp shot I'll use an #8 (the 8 doesn't have a projected tip either), hopefully it runs ok or I'll have to change the plugs at the track, and that'll be a pain in the ass.

Paul

Looking VERY GOOD Paul.

You shouldn't have any problems running NGK 8s without nitrous.

Austin I'm very surprised that you're getting away with using 7s as I'd expect you to need 8s for certain.

Me too , I think ever since I changed to D/P, the charge cooling effect of N2O combined with low timing is helping , unfortunately I can't data log this as the IAT sensor is in the inlet plenum now .

Might have to change when I step it up a notch.

I'm sure that's the case with regards to charge temps BUT the plug choice has nothing to do with that (although cooler temps will reduce the risk of det which is one cause of plug failure) and is more to do with the actual combustion temps, which are more to do with the volume of combustion (which is obviously increased when using nitrous), mixture and timing.

Have you done any tests or assessed any results of before and after the switch to DP to determine what improvements have been achieved and in what respects, as I know what they should be but its always good to have them confirmed by a customer?

If you have anything of any substance it might be best to post them on another thread (in the Advanced section), rather than here.

Many thanks

Have finished the new fuel cell and water reservoir for the intercooler, took some time but almost ready to go. Just need to finish the dash 4 lines from the fuel reg to pulsoids and Nos supply line to pulsoids, weld in the bung in the exhaust for my wideband AFR sensor, get some race fuel, fill the NOS bottle and do some test runs.

Paul

My good friend Leon does the welding, I might have a go at welding one day but it'll be a dogs breakfast first up.

Paul

A wonderful piece of work

Can I ask where you got the belt tensioner fitted to the nose of the Eaton please?

I made my own snout support with hand guard that bolts to the front of the engine and clamps to the snout like a mains cap, so I was able to incorporate room for the tensioner.

Paul

Top job. Thanks for the photo. Will try and replicate.
TVM

Mike

So I took the car for a burn up the motorway this morning to test the nitrous system for the first time, and check AFR, quite a cold day (9deg C, or 48deg F). I have 100hp jetting, and start off at 40%, I only managed to activate the system for about 1 - 1.5 secs, not because something went wrong, but because it lost traction @ 90mph and the back of the car flicked out a bit . When I buttoned off all I could say was "Wow....wow....wow!". Because it was so cold, the engine which normally produces 10psi of boost on a summer day was making 13psi...AND.. when the nitrous came on it rose to 16psi (All of this datalogged). The nitrous hadn't even started to ramp up from where it started at 40%, so theoretically only 40hp was going in, I backed off when the ramp was starting(at about 45%). So all in all, the system works, the AFR was around 11.0:1 - 11.5:1 during that 1 odd second of activation. The cooling effect of nitrous and an extra 3 psi of boost probably produced double the 40hp of nitrous that was being injected. Next test will be at the track with drag radials, if the track prep is good, then going by what I felt this morning, a 10 sec pass is within reason.

Paul

EXCELLENT!