I would rather be down 50HP then have that jungle under my hood. Are there any monkeys included to swing around on that mess>??? -Mat-

 

As I was saying on that other thread the top guys I know outside the L community who spray blower motors all use direct port injection nos systems. I think direct port injection is the right way to go since fuel distribution will be even, there will be no questions about that. I have never seen the idea I floated here used but knowing where and how air exits the blower the place I pointed out would be the best place to put a single point injector after the blower if someone who is on a budget wanted to try it.

The fuel injected before the supercharge has the risk of being thrown to the outside by centrifugal force as it goes past the rotors so I am not convinced that is theoretically a better solution then injecting after the charger and the fuel still has all the possibilities of being separated out as it goes thru the intercooler and on to the intake ports.

Charles

 

Charles....what you say is no doubt happening but after reading and watching these boards as long as I have I have seen a trend and that is, The guys that start out with a 50/60 shot seem to reap the biggest rewards as far as hp and safety and as you get up to that 100 hp level things start to taper off and once you push the single nozzle to 150hp....I see everything from burnt plugs to lifted cylinder heads.

The way I look at the supercharger is that it is a 20,000 rpm blender its the damn intercooler and the floor of the manifold that cause the seperation, but I think using the blower as a "mixer" goes a long way. I think that if you injected a single nozzle under the blower......the numbers that I stated above would drop....thats my opinion only but I'm betting that the trouble would start with just a 75 hp shot without the benifit of the blower doing the stirring.

Dale

 

Been good thanks!! I seem to have misplaced your email address, how about emailing me and I'll send you some dyno charts, I've been testing.

Charles

 

You make some good points about the intercooler and the big dip at the bottom of the manifold where the air makes 180 turn back up to the intake ports. Thinking about that it does look real bad for fuel distribution. Direct port is the way to go.

Please don't remind me of the blower being a blender! One time while developing the Mag I had it spinning 10,000 rpm on the test jig and while probing the intake port with a nanometer tube my finger got sucked into the intake port and before I could pull my hand out the index finger was quite a bit shorter, never did find the end of it, just this red stuff all over the place.

Charles

 

OUCH!!!

So wouldn't a dry shot be better for fuel and nitrous distribution? With the fuel coming in threw the injectors. The nitrous "should" spread evenly true?

 

Yes I'd say so. There is no problem mixing the nitrous because its mass is so low, the fuel is the problem because its mass does not want to turn corners, etc.

Charles

 

LOL....yeah a dry shot could work great if it was well thought out. A friend of mine has a Buick Ttype that runs 9's with a dry shot. He has the nozzle mounted after the intercooler but it is in the pipe that goes to the Tbody and the nozzle is mounted clear out by the front bumper The nitrous has to travel some 5 feet or so before it gets to the Tbody and intake plenum.....plenty of cooling time. He runs 160lb injectors with a FAST system to make it work and man does it work.
Dale

 

I've always thought that there was a temp problem also because when the nitrous turns to a gas it happens at around -130 degrees.....I've always wondered what that was doing inside the manifold. Is it icing up the intercooler or.....well at the very least it would have an effect on how the fuel would or wouldn't vaporize.
Dale

 

Two stages of nitrous look tough under the hood, and plug changes look even tougher.

 

Dale,
One of the reasons direct port injection is used is the cooling is done after the intercooler.

For instance the intercooler first cools the hot air exiting the supercharger. The intercooler however can only cool the air charge so much because it uses ambient air as the heat sink, in other words the intercooler can only cool the air charge to a few degrees above ambient temperature at best. Then after the intercooler has done its job nitrous is introduced as an additional cooling phase so the air charge temperature can go below ambient.

As the amount of nitrous increases i.e., 50, 75, 100, 150, 200 shot, the ratio of nitrous to supercharger air increases so the air charge temperature decreases further with each increase in nos introduced. Could it be at some point the cold air begins to case problems with fuel mixing or something? Since a blower motor starts with higher temperatures then NA engines I would think we should have less of a problem with this if one indeed exists.

Charles

 

WTF is that>??? That makes me want to cry. -Mat-

 

That would be John Bussings setup, he was a HALO member.. that setup and a stock block and 4lb pulley went 11.40ish range... before blowing up on a bad launch.

 

in 2002