First I'll introduce my project. I'm going for a sleeper; 1995 Saturn SW2 (1.9L DOHC). I've accumulated all the parts I need now for the project and will be starting to tear it apart next weekend. The parts are as follows:
250-275 with the Nitrous. Anywho, Here's what I have so far:
Crower Maxilite Forged Rods
JE 9.5:1 Forged Pistons
Powerdyne BD-11A Centrifugal S/C
NX Wet Kit
H&R Sport Springs w/ KYB-GR2 struts
Megasquirt Fuel System that'll run SRT-4 Stage 1 Injectors

I'm hoping to net ~200whp with the supercharger running ~8psi@redline and standalone, and then I will be pushing a 75 shot of nitrous into the car as well.

Ok onto the problem. I am a member over at turbosaturns, but am in need to go outside of the forum for some advice. I know a lot of honda guys have some pretty serious setups so I was hoping that one of those guys might have some insight. I've been thinking about placement of the fogger nozzle on the nitrous system, namely where to put it.

My original thoughts were to throw it a few inches before the TB like on an N/A application. I started thinking and have a few concerns regarding that though. Part of the nitrous power (asside from the release of the extra oxygen molecule) is going to be from the cooling of the intake charge and being able to cram more into the combustion chamber. This is where I'm wondering if I'm going to have a problem. Cooler air will mean more dense air. I'm thinking that since I'm condensing the air after the supercharger that there will be some kind of pressure difference between the combustion chamber (namely after the nitrous) and the supercharger. Here's what I'm thinking. Since the supercharger RPMs are based soley on engine rpm, there is no leighway for it to speed up when the air is condensed by the nitrous. This means that if the supercharger is moving 25cfm (purely made up number, didn't even guess) w/out the nitrous at 4K rpm into the combustion chamber (we'll say this is 8psi) and I hit the nitrous and all the air is going to be condensed after the nitrous nozzles. This air will be condensed (meaning greater demand) but the s/c will still be pumping out the same amount. I hit the nitrous one of two things I am thinking will happen. Either the nitrous shot will demand more air than the supercharger is providing (in this case the supercharger will act effectively as a block on the intake) and the shot will not be a 75hp shot or there will be enough air provided by the s/c, but the condensed air will result in a drop of pressure past the nitrous nozzles. If the second occurs would this be homogeneous throughout the intake path upto the supercharger or will it only be seen in the area between the nitrous nozzle and the combustion chamber. I'm thinking the first of the two on this one. Any thoughts on any of this?

The other option, obviously, would be to throw the nozzle before the supercharger and after the filter. The concerns I had with this is the super cold air hitting a hot compressor wheel on the supercharger. Am I looking for cracking issues from the metal rapidly contracting and expanding again? Another issue I was concerned about was fuel puddling in the intake tract (as well as fuel wearing down the compressor wheels), but I can just take the fuel feed off the nozzle (essentially making it dry) and run a different program on the megasquirt with a second map for the nitrous engagement and let that handle the fueling through the injectors. One benefit of putting it in front of the s/c I was thinking might happen is since the air would be already fairly condensed from being cold the supercharger would be condensing it more and will have a result almost like upping the psi.

Thanks for any insight guys.... sorry it was a long post, I sometimes have a hard time getting my ideas across.