We're ultimately aiming to use approx. 5 lbs of nitrous in under 4 seconds and in 1/8 mile.

The temp. increase in the exhaust gasses across all 8 cylinders on N20 compared to NA looks pretty uniform. Does this indicate that the nitrous supplied is being evenly distributed??
That's my interpretation of the figures but it's not only applicable to the nitrous but the fuel enrichment as well, which so far validates all our R&D work to determine the PERFECT distribution systems for both nitrous and fuel.

Also.. temp increase on N20 to NA is small... Enough air is being drawn in along with the Nitrous to suppress detonation??
I wouldn't say we can make the claim for detonation suppression due to an air flow increase yet, as we're only on relatively small power levels at present but as you say, the temp increases are relatively small, which I believe is mainly due to the lower combustion temps of the ethanol, that is being used as fuel enrichment.

I take it that's quite an achivement considering the volume of N20 flowed over a short period of time
Getting such even distribution at ANY level I'd consider an achievement but we still have a long way to got yet, as the ultimate intention is to flow up to 10 times as much as was injected this past weekend and anything MIGHT happen between now and then. However, the good thing about the fuel side for certain (and the nitrous side potentially), is that my design/s SHOULD be LESS PRONE to distribution issues, as we ramp up the flow rates.

Reading into their reaction about the condition of the plugs is there room for advancing the timing also??
Most certainly, as ALL the settings used this past weekend were EXTREMELY SAFE, due to the system only being fitted on the Thursday for qualifying on the Friday, WITHOUT ANY TESTING OF ANY KIND INBETWEEN.
He is now doing some belated testing and learning the extensive range of features the REVO/Max system offers, in readiness for his next race event.

...tfx datalogging ....

before you melt something. LOL

im curious to what the nitrous vs supercharged/turbo charged weights would be... i know that when i built turbo cars, we used GINORMOUS aluminum cells filled with ice, coils ran inside and antifreeze pumped through to keep the air temps down. it weighed ALOT by the time you added the entire turbo system, it was a big number. im sure this is lighter, but how much?

I would imagine a huge turbo (or pair of) weighs quite a bit, not to mention all the pipe work, wastegates and intercoolers required to plumb such a setup..
Agreed and blowers aren't exactly light weight either.

Any news/data on how the car is running with more nitrous Trev?
The cars not due to run again for another couple of weeks but you can be sure I'll post a report as soon as I have anything to report.

When and where is the next run likely to be Trev?
That's in doubt at present but the car is based in Sweden, so it'll be somewhere over there until next year, when with a bit of luck the car will enter the European Pro Mod class and race in the UK rounds. With a bit more luck he'll be SERIOUSLY COMPETITIVE by then, so he'll be even more worthwhile to watch.

Would love to see the car run as I'm sure others who are following this thread would!
Likewise and I'll be going to Sweden sometime soon (probably for the next event), to assist and ensure that the car benefits FULLY from all the WON technology.

What nitrous power level do you think you'll have to run to start beating the traditional power adders? (turbo/nitrous boys)
As CRAZY as this seems, it wouldn't surprise me if the car is competitive against MOST other nitrous cars on JUST the current 500 HP level, as he wasn't only using VERY SAFE settings but he's ONLY JUST GETTING STARTED WITH THE WHOLE CAR!!!!
Here's a few pertinent FACTS;
This is the owners FIRST year at this level of racing
The car was a Pro Stock car that he's rebuilt to Pro Mod spec, which itself is a MAJOR achievement, as there is VERY LITTLE in common between the 2 classes.
Prior to this week he'd ONLY made TWO EXTREMELY TENTATIVE 1/8 mile passes in the car.
This weekend he ONLY made TWO further passes on a 1/4 mile strip.
The first run of this weekend was only his THIRD run in the car.
It was also ONLY his FIRST run using the nitrous system to anywhere near it's BASELINE power settings and even then he ONLY used the nitrous for the first 1/8 mile and then shut off and yet he still qualified 13th out of 19 cars.
The second run was his FIRST 1/4 mile pass using the nitrous system for the full 1/4 and that was in COMPETITION CONDITIONS, which in itself is seriously demanding at this level.
DESPITE ALL the above, the car still EQUALLED the QUICKEST TIME ever posted by the UK's quickest nitrous Pro Mod car.

To put this achievement in to perspective, here's a list of factors that will without doubt require EXTENSIVE WORK, BEFORE OPTIMUM results are produced and would have SERIOUSLY IMPEDED his results this weekend.
Stock carbs settings
Stock timing settings
Nitrous system activation optimisation
Nitrous RPM range optimisation
Nitrous mixture
Nitrous timing
Max Extreme power and build time settings
Chassis set up
Suspension set up
Torque converter optimisation
Gearing optimisation
Driver optimisation

When he's on top of all that lot, he's then got to get a handle on EVEN MORE NITROUS!!!

It's MY HOPE that at 'some' point as we ramp up the power the system delivers, that it will not only become the quickest nitrous car in the world but also the quickest car in it's outright class and if this car doesn't manage it, we have another customer with an even more capable car, that WILL get the job done as soon as he gets the car on the track.

Is this system only designed for a pro mod motor or could it applied to smalLer motors?