NITROUS OXIDE ( nos / n2o ) advice forum

25 years ago I came up with the idea of locating the metering jets at the solenoid outlet rather than at the nozzle / injector. I realised many of the advantages this gave over the method used by all others top companies (at the nozzle inlet) and I've realised even more benefits as time has gone by, so here is the latest list of advantages that locating the metering jets at the Pulsoid outlets has over locating them at the nozzle inlets;

1) The jet meters denser nitrous when located at the solenoid, which results in more "performance" from a given jet size by way of more torque and sooner in the operating cycle.

2) The initial 'hit' of the system is lean for a shorter period of time which is safer for the engine. ALL other systems 'hit hard' due to the nitrous getting to the engine much quicker than the fuel.

3) The initial 'hit' is also softer than when the metering jet is located at the nozzle. This means the vehicle as a whole is under less stress and that it can handle higher full power levels than with a 'hard hit' system.

4) With the right design of distribution block it reduces the risk of uneven distribution, jet blockage and mismatched jets.

5) On a V8 engine (for example) it can reduce the number of jets from 16 to just 2 which makes it quicker and more accurate to adjust, as well as being much cheaper.

6) When a system is pulsed the metering jet location is vital for control over the flow. Having the metering jet at the nozzle allows the pipe to act like a reservoir which neutralises the desired effect of delivering matched short bursts of fuel and nitrous.

Well that's it for now but I'm sure I've missed some so come back in a week or so and there may be a few more posted.

Regards

No 6 additional explanation:

put another way (because this is an important point), the reservoire mentioned allows nitrous into the engine when the solenoid is shut (pulsing). Therefore if you set the controller to (say) 20%, the solenoid may well be shut for 80% of the time, but the reservoire continues to let nitrous into the engine; this will increase the actual %power way above 20% - the larger the reservoire (eg thick, long, braided lines...) the higher the actual %.
So a jet in the seat will have literally no reservoire and give you 20% if you ask for 20%

Buggar, I forgot to mention that one!

Thanks for adding that Dave because you're dead right it's very important.

Regards

What about jet numbering?

If I put, lets say for example 50/25 jets. I would "see" about 25HP gain. But what about torque gain? Is it 25Nm or what?

Mr. G
I think i know where you are going with this. From what i have learned is that a 25 shot being set up correctly would give you 25bhp but possible 30 lbs of torque if not more. Also I believe the more nitrous you run the more torque it will create. For example when i jetting my car with a 100 shot I got somewhere around an extra 100bhp and I got 156 extra in torque and someone else i know got much less and had a different system but that varies with every car so there is no real way to know until you put it on a dyno.
Hope that helps and gives you some idea of the question you where asking.

OK. So there is no way of knowing this without dyno?

P[HP]=T[Nm]*N[rpm]/7024

This is equatation for corelation of torque and power, related with rpm...

Our jet sizes are flow numbers through the jet.

The 'potential' power that can be generated from flowing nitrous and fuel at the correct pressures through the jets can ONLY BE THEORETICAL, because each engine uses nitrous in a different way due to the numerous variables that make up an engine and because of the difference in those variable btween different engines.

A dyno is the only way to determine 'exactly' how much extra power your engine makes from a given amount of nitrous and the same applies to the amount of torque increase.

Some engine will make less than the THEORETICAL amount and others will make more.

Regards

Then, dyno, it is...

Thank you...

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