faster7

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.

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