More Nitrous
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From: Toronto, Canada, Canada
Re: More Nitrous (SiRkid)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SiRkid »</TD></TR><TR><TD CLASS="quote">i hope those arent leitner sleeves</TD></TR></TABLE>
whats wrong with leitner sleeves?
whats wrong with leitner sleeves?
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From: Toronto, Canada, Canada
Re: More Nitrous (RA166E)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RA166E »</TD></TR><TR><TD CLASS="quote">Sorry about the news. Thats one thing about nitrous its going to push the piston downward and it doesn't care what the piston is hooked too. Don't give up, major Kudos to ya. How do the top of the pistons look?
</TD></TR></TABLE>
Thanks for all the info, Top of the pistons look fine.
Modified by shant at 2:36 PM 10/23/2004
</TD></TR></TABLE>
Thanks for all the info, Top of the pistons look fine.
Modified by shant at 2:36 PM 10/23/2004
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From: Memphis, TN
Re: More Nitrous (RA166E)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RA166E »</TD></TR><TR><TD CLASS="quote">Nitrous ratios should fall in the 5.0 - 6.0 nitrous/fuel range. 6.2 is living on the edge and can get a piston.
Ray what I have been doing is starting at a safe 5:1nitrous/fuel ratio with fuel pressure at 8psi and start taking away fuel pressure but not to go below 6.5psi.
This is of course on our Pro Mod car running a 450HP shot and not my GTI. But it will work on your type system and my future GTI system. The reason I keep it at 6.5psi or higher is flow is proportional to the Sqrt of fuel pressure. So if I have a flow deviation of 1 psi it won't make as much difference with the higher pressure system verses the lower.</TD></TR></TABLE>
A 5.0-6.0 to 1 nitrous to fuel ratio will work well for a carbureted application, but is way too rich for an EFI, non mass-air meter equipped engine.......here is why:
When nitrous is sprayed into an engine, the nitrous gas itself displaces a percentage of the air that is normally drawn into the engine. Since engines that do not use a mass-air meter (i.e. speed-density) do not look at airflow, this displaced air does not affect the amount of fuel the engine computer feeds to the engine. But, on an engine that uses a mass-air meter, the air that is displaced by injecting the nitrous, lowers the airflow seen by the mass-air meter. This causes the engine’s computer to reduce the engine’s fuel injector flow rate. To compensate for this, the nitrous tune-up on a mass-air meter equipped engine is set-up to flow more fuel than an equivalent tune-up for a non mass-air meter equipped engine.
A carburetor is essentially a non-computerized mass-air meter. When you spray nitrous in the manifold of a carbureted engine, it reduces the "seen" airflow going through the carburetor and the carb reduces fuel flow. The overly rich nitrous to fuel ratio is what is used to correct for this on carbureted applications. The stoichiometric ratio for nitrous to fuel is 9.6-1, speed density cars will run great around 8.2-1 nitrous to fuel ratio. I use this ratio on my race car and the plugs look beautiful.......
ZEX Man
Ray what I have been doing is starting at a safe 5:1nitrous/fuel ratio with fuel pressure at 8psi and start taking away fuel pressure but not to go below 6.5psi.
This is of course on our Pro Mod car running a 450HP shot and not my GTI. But it will work on your type system and my future GTI system. The reason I keep it at 6.5psi or higher is flow is proportional to the Sqrt of fuel pressure. So if I have a flow deviation of 1 psi it won't make as much difference with the higher pressure system verses the lower.</TD></TR></TABLE>
A 5.0-6.0 to 1 nitrous to fuel ratio will work well for a carbureted application, but is way too rich for an EFI, non mass-air meter equipped engine.......here is why:
When nitrous is sprayed into an engine, the nitrous gas itself displaces a percentage of the air that is normally drawn into the engine. Since engines that do not use a mass-air meter (i.e. speed-density) do not look at airflow, this displaced air does not affect the amount of fuel the engine computer feeds to the engine. But, on an engine that uses a mass-air meter, the air that is displaced by injecting the nitrous, lowers the airflow seen by the mass-air meter. This causes the engine’s computer to reduce the engine’s fuel injector flow rate. To compensate for this, the nitrous tune-up on a mass-air meter equipped engine is set-up to flow more fuel than an equivalent tune-up for a non mass-air meter equipped engine.
A carburetor is essentially a non-computerized mass-air meter. When you spray nitrous in the manifold of a carbureted engine, it reduces the "seen" airflow going through the carburetor and the carb reduces fuel flow. The overly rich nitrous to fuel ratio is what is used to correct for this on carbureted applications. The stoichiometric ratio for nitrous to fuel is 9.6-1, speed density cars will run great around 8.2-1 nitrous to fuel ratio. I use this ratio on my race car and the plugs look beautiful.......
ZEX Man
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From: Ottawa, ON
Re: More Nitrous (shant)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by shant »</TD></TR><TR><TD CLASS="quote">
whats wrong with leitner sleeves?</TD></TR></TABLE>
Oh man, do some research under there name. ALOT of issues with those sleeves. 4 of my friends ran them two years ago, all cracked under boost/hp that stock sleeves would laugh at. Leitner & Bush even said there was a problem, but wouldn't fix it till they crack. NA cars in T.O. were cracking there sleeves.
whats wrong with leitner sleeves?</TD></TR></TABLE>
Oh man, do some research under there name. ALOT of issues with those sleeves. 4 of my friends ran them two years ago, all cracked under boost/hp that stock sleeves would laugh at. Leitner & Bush even said there was a problem, but wouldn't fix it till they crack. NA cars in T.O. were cracking there sleeves.
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From: Toronto, Canada, Canada
Re: More Nitrous (m R g S r)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by m R g S r »</TD></TR><TR><TD CLASS="quote">So are they leitner sleeves?
</TD></TR></TABLE>
they are darton sleeves.
</TD></TR></TABLE>
they are darton sleeves.
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From: oregon yO
Re: More Nitrous (ZEX Man)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ZEX Man »</TD></TR><TR><TD CLASS="quote">
A 5.0-6.0 to 1 nitrous to fuel ratio will work well for a carbureted application, but is way too rich for an EFI, non mass-air meter equipped engine.......here is why:
When nitrous is sprayed into an engine, the nitrous gas itself displaces a percentage of the air that is normally drawn into the engine. Since engines that do not use a mass-air meter (i.e. speed-density) do not look at airflow, this displaced air does not affect the amount of fuel the engine computer feeds to the engine. But, on an engine that uses a mass-air meter, the air that is displaced by injecting the nitrous, lowers the airflow seen by the mass-air meter. This causes the engine’s computer to reduce the engine’s fuel injector flow rate. To compensate for this, the nitrous tune-up on a mass-air meter equipped engine is set-up to flow more fuel than an equivalent tune-up for a non mass-air meter equipped engine.
A carburetor is essentially a non-computerized mass-air meter. When you spray nitrous in the manifold of a carbureted engine, it reduces the "seen" airflow going through the carburetor and the carb reduces fuel flow. The overly rich nitrous to fuel ratio is what is used to correct for this on carbureted applications. The stoichiometric ratio for nitrous to fuel is 9.6-1, speed density cars will run great around 8.2-1 nitrous to fuel ratio. I use this ratio on my race car and the plugs look beautiful.......
ZEX Man</TD></TR></TABLE>
zex man do you run just n2o? or do you run with a turbo to?
A 5.0-6.0 to 1 nitrous to fuel ratio will work well for a carbureted application, but is way too rich for an EFI, non mass-air meter equipped engine.......here is why:
When nitrous is sprayed into an engine, the nitrous gas itself displaces a percentage of the air that is normally drawn into the engine. Since engines that do not use a mass-air meter (i.e. speed-density) do not look at airflow, this displaced air does not affect the amount of fuel the engine computer feeds to the engine. But, on an engine that uses a mass-air meter, the air that is displaced by injecting the nitrous, lowers the airflow seen by the mass-air meter. This causes the engine’s computer to reduce the engine’s fuel injector flow rate. To compensate for this, the nitrous tune-up on a mass-air meter equipped engine is set-up to flow more fuel than an equivalent tune-up for a non mass-air meter equipped engine.
A carburetor is essentially a non-computerized mass-air meter. When you spray nitrous in the manifold of a carbureted engine, it reduces the "seen" airflow going through the carburetor and the carb reduces fuel flow. The overly rich nitrous to fuel ratio is what is used to correct for this on carbureted applications. The stoichiometric ratio for nitrous to fuel is 9.6-1, speed density cars will run great around 8.2-1 nitrous to fuel ratio. I use this ratio on my race car and the plugs look beautiful.......
ZEX Man</TD></TR></TABLE>
zex man do you run just n2o? or do you run with a turbo to?
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From: WA, USA
Re: More Nitrous (ZEX Man)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ZEX Man »</TD></TR><TR><TD CLASS="quote">
A 5.0-6.0 to 1 nitrous to fuel ratio will work well for a carbureted application, but is way too rich for an EFI, non mass-air meter equipped engine.......here is why:
When nitrous is sprayed into an engine, the nitrous gas itself displaces a percentage of the air that is normally drawn into the engine. Since engines that do not use a mass-air meter (i.e. speed-density) do not look at airflow, this displaced air does not affect the amount of fuel the engine computer feeds to the engine. But, on an engine that uses a mass-air meter, the air that is displaced by injecting the nitrous, lowers the airflow seen by the mass-air meter. This causes the engine’s computer to reduce the engine’s fuel injector flow rate. To compensate for this, the nitrous tune-up on a mass-air meter equipped engine is set-up to flow more fuel than an equivalent tune-up for a non mass-air meter equipped engine.
A carburetor is essentially a non-computerized mass-air meter. When you spray nitrous in the manifold of a carbureted engine, it reduces the "seen" airflow going through the carburetor and the carb reduces fuel flow. The overly rich nitrous to fuel ratio is what is used to correct for this on carbureted applications. The stoichiometric ratio for nitrous to fuel is 9.6-1, speed density cars will run great around 8.2-1 nitrous to fuel ratio. I use this ratio on my race car and the plugs look beautiful.......
ZEX Man</TD></TR></TABLE>
I'm lost, isn't your F.A.S.T system a map system.
A 5.0-6.0 to 1 nitrous to fuel ratio will work well for a carbureted application, but is way too rich for an EFI, non mass-air meter equipped engine.......here is why:
When nitrous is sprayed into an engine, the nitrous gas itself displaces a percentage of the air that is normally drawn into the engine. Since engines that do not use a mass-air meter (i.e. speed-density) do not look at airflow, this displaced air does not affect the amount of fuel the engine computer feeds to the engine. But, on an engine that uses a mass-air meter, the air that is displaced by injecting the nitrous, lowers the airflow seen by the mass-air meter. This causes the engine’s computer to reduce the engine’s fuel injector flow rate. To compensate for this, the nitrous tune-up on a mass-air meter equipped engine is set-up to flow more fuel than an equivalent tune-up for a non mass-air meter equipped engine.
A carburetor is essentially a non-computerized mass-air meter. When you spray nitrous in the manifold of a carbureted engine, it reduces the "seen" airflow going through the carburetor and the carb reduces fuel flow. The overly rich nitrous to fuel ratio is what is used to correct for this on carbureted applications. The stoichiometric ratio for nitrous to fuel is 9.6-1, speed density cars will run great around 8.2-1 nitrous to fuel ratio. I use this ratio on my race car and the plugs look beautiful.......
ZEX Man</TD></TR></TABLE>
I'm lost, isn't your F.A.S.T system a map system.
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From: Memphis, TN
Re: More Nitrous (RA166E)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RA166E »</TD></TR><TR><TD CLASS="quote">
I'm lost, isn't your F.A.S.T system a map system.</TD></TR></TABLE>
Yes, my FAST is set up using a MAP sensor.
MAP = speed density = non mass-air
Sorry, I didn't mean to be confusing. After reading over my post, it could of been written more clearly.
Later,
ZEX Man
I'm lost, isn't your F.A.S.T system a map system.</TD></TR></TABLE>
Yes, my FAST is set up using a MAP sensor.
MAP = speed density = non mass-air
Sorry, I didn't mean to be confusing. After reading over my post, it could of been written more clearly.
Later,
ZEX Man
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From: Memphis, TN
Re: More Nitrous (eddiecut)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by eddiecut »</TD></TR><TR><TD CLASS="quote">
zex man do you run just n2o? or do you run with a turbo to?</TD></TR></TABLE>
I use both.......27 psi of boost and a 250hp shot, 2 stage nitrous system.
Later,
ZEX Man
zex man do you run just n2o? or do you run with a turbo to?</TD></TR></TABLE>
I use both.......27 psi of boost and a 250hp shot, 2 stage nitrous system.
Later,
ZEX Man
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From: NL, CT, cuba
Re: More Nitrous (eddiecut)
I read the first page, but not the middle two, so sorry if my question is off base. And I'm no nitrous guru, so please bear that in mind.
But instead of the 80 shot, with the expense of the solenoids, and the additional fabrication and whatnot, would it not have been cheaper to buy a full progressive controller?
-PHiZ
But instead of the 80 shot, with the expense of the solenoids, and the additional fabrication and whatnot, would it not have been cheaper to buy a full progressive controller?
-PHiZ
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