Reply With Quotethe way it was explained to me was you can't inject x pounds of pressure into that much boost.
I think the way to do it is inject the nos BEFORE the turbos.
Consider puting Nitros to the turbo motor.
Set up. 496 Chevy Twin Turbo
Builds 18 lbs boost at 6,000 rpm's
Concern with the fuel lines. 7 lbs fuel pressure. will the boost effect this?
Lying in bed the other night I invisioned the boost pressure keeping the fuel from flowing.
the way it was explained to me was you can't inject x pounds of pressure into that much boost.
I think the way to do it is inject the nos BEFORE the turbos.
Consider puting Nitros to the turbo motor.
Set up. 496 Chevy Twin Turbo
Builds 18 lbs boost at 6,000 rpm's
Concern with the fuel lines. 7 lbs fuel pressure. will the boost effect this?
Lying in bed the other night I invisioned the boost pressure keeping the fuel from flowing.
What kind of setup do you have ?
Blow through or draw through ?
If it's a draw through, boost isn't going to affect the fuel flow because the carb is ahead of the turbo.
A carb base plate nitrous setup would probably work well.
What's the reason for the Nitrous? Do you have a lot of turbo lag?
If you need more power can you just up the boost and recalibrate the carb?
Draw through.
Race Aero system. Water cooled Risers, carbs sit ahead of the turbos. Feed into common pleneum, with intercoolers.
would need two injection plates to mount them under the carbs and ahead of the turbo's
Why? Because. Never fast enouph.
Using this as a lake boat. Real pleased with the setup. Want to go faster. The other idea we are kicking around is a new hull just for racing. and Blown acohol.
It's a horrible disease
Jerry
Jerry,
Did you look up on an impeller chart and estimate the power you're making with 6000 rpm and ??? impeller ?
I would think that 18# boost into 500 ci should be over 1100 hp.
Does it seem to be making that much ?
Maybe you can change / optimize your tune and get more.
Just my opinion here but nitrous is great for racing but the constant changing and refilling the bottle gets to be a pain. With two 150 hp carb base plates a 10# bottle will last one minute.
Can I watch?????
I would have to run the numbers but off the cuff the best advantage is the "pre-densification" of the charge theoretically allowing the compressor to pump more consequently higher boost. The big concern is if the O2 should disassociate before the combustion chamber (probably wouldn't) and gernade your entire turbo and downstream assembly. The really big question is if you would be outside of the turbo's map causing a destructive surge condition with the dense mixture.
I say step up to a 500 hp fogger system cap the waste gates and report back!!
Running an A/B impeller. 32 degree advance Holly 750's out of box, changed jets some. Running a tad rich in my opinion, (playing it safe there)
MSD does not have boost control. Has a switched retard I can apply. adjustable.
I estimated around 900+ HP Have not Dyno'ed for optimum power set up.
21' Daytona, lake setup.
Any suggustions?
Just curious what cam you running on your setup?
I'll post up all the technical info on tomorrow.
Running an A/B impeller. 32 degree advance Holly 750's out of box, changed jets some. Running a tad rich in my opinion, (playing it safe there)
MSD does not have boost control. Has a switched retard I can apply. adjustable.
I estimated around 900+ HP Have not Dyno'ed for optimum power set up.
21' Daytona, lake setup.
Any suggustions?
Oh no, I feel another sermon about O2 sensors coming on..................
Here's a quote from a tech article,
"Extensive testing with laboratory quality instrumentation on aircraft engines universally indicates that best power is NEVER made at AFRs richer than 12 to 1."
I wouldn't retard timing unless you're sure it's causing a problem.
I need a knock sensor with my setup to help optimize ignition timing too.
Your jet pump is your dyno. If adjustments increase rpm you're going in the right direction.
So............What was Mr. Mott trying to say ?
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