12A nitrous: What do you think of this?
Personally I don't LIKE nitrous on the street since it has to be refilled, but I'm going
to run it on my 12A soon after it's fuel injected (megasquirt.) The nitrous/fuel charge will be delivered through Holly's new "NOSzle" found here. http://www.holley.com/HiOctn/ProdLi...NOS/NOSzle.html I believe from everything I've found, that standard bottle pressures/fuel pressures these noszles will only allow me to run 30 to at the MAX 50hp worth of nitrous per unit. I'll be running 2, so plan on a 50ish shot with extra extra fuel at first, and a max of 80-90hp, also jetted significantly richer than standard safe jet settings. As with other wet nos systems I've implemented in the past, I'll have several safety margins. EFI fuel pump in the under-hood surge will be plenty large to feed the 4 720 cc injectors and the nos. Safety/system designs: Standard system with WOT switch and "arm" switch both having to be on for the system to come on. Another rpm activated switch/relay won't allow the nitrous below 4000-4500rpm, undecided on exact rpm yet but common thinking is that at higher rpm a certain sized shot won't stress the motor as much. Power to the nitrous solonoid will also be cut by the rev limiter. A double throw relay will be wired with the normally closed circuit ran to the nitrous solonoid. The rev limiter will first trigger this relay, cutting power to the nitrous solonoid if it was running at the time, and the other circuit that would then get closed is what will actually carry the other trigger to cut power to the ignition. Power will not be able to reach the nitrous solonoid UNTIL fuel pressure is seen PAST the fuel solonoid. In other words, once all conditions are met for the system to trigger, the fuel solonoid will get power, a fuel pressure (hobbs) between the fuel solonoid and the delivery orfice will have to close, allowing power to flow to the nitrous solonoid. I may stick another hobbs switch in the fuel side to only allow the system to come on if fuel pressure is above a certain level. Will also have a clutch and brake switch, if either one is touched, no NAAAAWS. I'll call it MazdaVVT-N2Oi, like Honda's VTEC, to passengers. Car will run up to the rpm trigger point and CLICK, start pulling harder. :D Any input? Primary questions revolve around just how little stress it might be putting on the motor if it only comes on at such a higher rpm and timing. I plan on locking the timing, and I believe I can engineer it for some retard when the nitrous is on or suffer the loss of bottom end if I retard it across the board for track duty. Anyone have a spare '80+ dizzy sitting around I can play with? R |
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