What do you believe would be the limit to running a "All-Nitrous" 2gnt?
Anyone think 300-400hp could be made using nitrous alone?
I'm seriously considering pushing the nitrous limit with my car.
For those of you that don't know. I have low comp (8.8:1) JE pistons, Eagle rods, Cleavet (sp?) bearings, ported/polished Fierro Racing head, MSD inline fuel pump, and large injectors (trying to sell those now).
I still need to finish my manual trans swap so clutch and axles are yet to be determined. I also have a Diff from ERT coming too.
Since I pulled the turbo off, I'm running a stock header/DP to a 2.5" test-pipe to a 3" Apex-i exhaust.
I was thinking a progressive controller, Direct port and maybe ITBs
#90983, "RE: All-Nitrous 2GNT" In response to Reply # 0
yea i think so dude, you're going to need a hefty shot of some nitro though and lots of fuel and tuning. i think its a good idea, you should work out how much fuel that is for a 2 liter at 400hp and then work out how much nitrous that would have to be
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96 Black ESi 91 Red TSI AWD (RIP) 02 WRX
"turnin wrenches for nine hours in the pouring rain, just to get the beast up and running again"
Aerospace Certified TIG welder for Precision Castparts in Portland, OR.
#90985, "RE: All-Nitrous 2GNT" In response to Reply # 2
Originally posted by Star Turbo Talon Has anyone found a progressive controller that will work with our ignition setup? Terry 96 Eagle Talon ESI....Daily driver 97 Eclipse.........
MegaSquirt maybe? Slick, fill us in. High CR is better for N20 applications and the opposite is true for boost.
#90987, "RE: All-Nitrous 2GNT" In response to Reply # 4
most of the drag race domestic guys run low comp pistons in their nitrous motors, but there are some guys who run tiny smallblocks with high comp pistons and nitrous and make huge power spinning a lot of rpm, and I think that is more relevant for a motor like ours... but they both have completely different schools of thought. the big motor, low comp guys just get torque monsters while the small motor guys spin a lot of rpm, which is basically what import guys have to do. either way, with a strong bottom end and careful tuning, you could get a hell of a lot of power out of a direct port system. the limitation isn't so much your cylinder head and pistons, but what you can do with your fuel delivery and tuning. a stand-alone engine management would be a very important part of a build-up like this.
#90988, "RE: All-Nitrous 2GNT" In response to Reply # 4 Dec-20-04 04:25 AM by cougar694u
Originally posted by babybeclipse explain to me WHY? It's all about cylinder pressure. There IS NO DIFFERENCE (except for off boost/nitrous power)
You must use lower compression for a forced induction because it's putting a larger amount of air into the cylinder. It's harder to compress a bunch more air, thus needing lowered compression to allow for the added mass in the cylinder. It's forcing air into it, causing a higher cylender pressure by default.
It's better to use a higher CR in a nitrous application to get that added cylinder pressure you're talking about. You're not adding a bunch more mass with nitrous, just more oxygen molecules. You up the compression to increase your cylinder pressure when the piston at TDC. It has less mass, so you can compress it more, causing better fire.
As a rule, forced induction = lower CR; nitrous = higher CR.
**EDIT**
Just remember, though, with nitrous your cylinder temps will be higher, more so than with forced induction, and I believe you're o2 sensor will read through the roof (rich as hell) if I remember correctly. You'll need to learn to read your spark plugs to make sure you're not running too much nitrous and not enough fuel. In the event that you do notice something, always pull nitrous, don't add fuel.
~Luke Facebook 1969 Cougar - 11.91 - 380HP 2007 GSXR 750 1999 OZ - SOLD - 15.26 NA - 14.71 on 75 shot
