Some good info and links in this thread Thanks 383LQ4SS !

 

oneBADDz.........continue to reiterate my starting post of "googling" and "searching" for nitrous information has lead me in the direction of basic wiring diagrams and simple types of set-ups. What you do not understand it is that I'm actually not looking for simple information, but topics and discussions to gather extensive knowledge to search individually. So please, don't be a complete A$$hole like oneBADDz and post ignorant comments such as his. I'm looking for small discussions or questions which I can search and gather myself. I posted here because I'm assuming that this thread would be full of users with useful experience of installing nitrous and even posting nitrous questions. I was right, up untill oneBADz posted his D!ckhead comment.

 

Smart of you to mention that. Had you not posted it, I would've bought it somewhere else. I just ordered it, thanks!

 

https://ls1tech.com/forums/nitrous-oxide/456725-discussion-nitrous-nozzle-design-important.html


here is a link to some nozzle discussion. But its moe than just limited to nozzles. Same logic can be applied to dry VS wet or plates or anythig really.

At the end of this thread there is a link posted by Mrr23. It takes you to discussion on the nozzle tests. Then at the end of that one there should be a link to actual nozzle tests. All great info.

 

Yea that was a good thread. We need to start a new Wet vs Dry, lol, as we now have some new angles, hehehe. It still hasn't changed x-amount of n2o, wet or dry will equal the same HP, but other new areas have been opened up that will make this debate popular for sure (plus more guys can hate my guts after the dry thing gets old, lol). Yea the nozzle thing was a bust. You know, even nozzle placement ends up being negated for the most part, (some using the dry will have HP increases by changing locations but this is mostly due to a/f changes), though, you can pick up a few HP when choosing the best spot wet or dry. For some when getting to a certain point, jetting up for more HP gets dangerous, where as, utilizing what you have to increase VE is much safer and becomes a great goal. That's kind of what I have been trying to do. Getting 235 rwhp out of a 200rwhp jetting, I have seen and done, how? simple tuning, OK advanced tuning. However, this resulted in the loss of 50rwhp n/a. I think it becomes the parts of the whole, that begin to make it advantageous, when at high cylinder pressures, to seek ponies in unlikely places. Meaning, seeking them couple HP here and there (maybe a nozzle change, or location, or both, but not limited to just these) becomes a valuable way of getting more Hp/TQ and trying to keep cylinder pressures in check. Just thinking out loud here, and not really trying to make any exact point, but rather to think a bit out of the box, at least for us street/strip guys.

nova2427, did you see the recent thread on individual cylinder tuning and how this can relate to over all HP with the DP hits (wet and Dry)? Some pretty good info anyway. Also my personal tuning web site may have some things that interest you, advanced stuff, not really, but more for clarification. I believe I have a pretty good intro paragraph on why we need to pull timing on the spray, so...
Robert

 

You know re-reading some of the nozzle thread, i came up with a question. I wonder how nozzle style would stand up in a Wet Direct Port kit running a reasonably sized shot, say around a 300? seems this is where nozzle science really comes into play. Maybe mr223 would be up to the challenge to do a comparison shoot out? On the average street/strip and single nozzle i will have to agree with the data posted it really doesn't matter to much on which nozzle we choose, but don't have that same conclusion with bigger DP kits. It really can matter where and what nozzle the DP uses, IE: 90° or Straight, as far as I can tell reading what the big boys have and are doing, for us, well it may be a different story.
Robert

 

I still dont agree. Even straight VS 90. The only time I would agree is if you are pushing one nozzle outside its accaptable "range". Meaning...at a smaller flow rate...everything is great...but at higher flow rate...things get inconsitant. Thats more likley to happen when you are using a single nozzle that will be flowing a TON of fuel/juice. Thats why even the poor performing NOS black nozzle has been used with succes in a DP.
But if each nozzle is operating within a good range...I dont think it matters a bit. I know thats not a popular stance with vendors...but until someone shows me otherwise...thats what I am sticking too...lol.

But that thread was a good one. Man...we had a ton of serious debate back in the day.

We should have a sticky with a "hit list" of detailed discussion.

 

Yes for certain we have had some good debated threads back in the day. Hell even threads of late have been pretty good, though most must be racing as participation has been off a bit. Yea that's a good idea on gathering up important threads that really shed light on the tech side of things. Hmmm... wonder how we would choose which to link, there are about 1 million threads, or something close, lol.

Al what I am getting at, is not if a poor nozzle can still perform, but rather where and how to get more HP out of what we have. The means of doing this are many. The big boys will pay thousands of dollars for two HP, now could we gain these couple HP or a few HP by locating existing nozzle into another location, or by using annular over?, hmmm... I think we could. Some DP nozzle locations are crazy, even though they may work great, possibly a closer to, and aimed directly at the intake valve could/would be a money maker, over a randomly selected location up the runner based on looks not on performance. Yes, some locations are in fact chosen for the bling factor, not the go faster factor. Boy this would be an expensive test for the low budget guys like us. Though I will bet some of the promoted/sponsored shops/car owners with big $$ have certainly played with location and style of nozzle. The one thing to realize though is the fact that the spray will be spraying and filling the chamber even when another cylinder is firing and conventional air flow has stopped, so reversion and pulsing surely effect this type of tuning and maybe negates most all of any gains we would think could be had?

Robert

 

nitrous was first used as a performance inhancement in WWII, alied aircraft used it to help them keep up with the germens who had already started using turbine powered aircraft

 

Wasn't it Hilter and his scum bag crew that started it with their fighters to make them maneuver better or quicker?

Robert