Dj_AmtraX

iTrader: (2)

I want to see pictures of the SC too.

Can you feel the difference???? I want to know if it sets you back like a Vette/Viper would?

IS_Mine

Like a 50 shot? Or more?

I would think 100 shot would be excessive.

Ramon

I HIGHLY doubt that.

lobuxracer

iTrader: (2)

I think a stepped shot would be ideal. 50/100/150 with the steps locked out unless you press an interlock button to acknowledge you want the bigger hits.

If it were possible to intercept control of the secondary injectors, they would be ideal for adding fuel to the shot, and that way you could almost guarantee never having a backfire. I have great faith the 2GR internals are good to at least 450 hp, especially for brief bursts.

It's just a matter of building and programming a very intelligent controller for the N2O and the injectors, building a plug n' play harness for the ECM, and plumbing the nitrous. Really, the easiest part of this is the fact it only needs a dry shot, so getting nitrous to the manifold in a totally stealth mode is a cakewalk. It's all about getting the controller to work correctly. That's a project!

combfilter

iTrader: (3)

Lobux: How can you add any type of FI with a compression like ours? Dentonation would be close.

lobuxracer

iTrader: (2)

You can get a little boost without fear. Toyota always builds in a little room for error (unless you got the perfect engine off the assembly line.) If you want to run significant boost (>5 psi) you'll be looking at water/methanol injection or running 100 octane all the time.

But nitrous isn't FI. It's a power adder, but it doesn't have the same issues FI does. You're just increasing the proportion of oxygen in the cylinder by running nitrous. Standard air has ~19% oxygen. N2O has 33% oxygen. Add to this the extra nitrogen from the N2O causing a "damping" effect to help moderate temperatures and N2O turns out to be very attractive. The bad part is having a high pressure bottle aboard your ride, and the fact it is illegal in most states.

In theory it would be possible to do a similar thing with pure oxygen, but in practice it is too difficult to get pure oxygen in the right proportion without literally burning up the pistons. That's where the extra nitrogen helps.

There is one other downside to this. The engine's cooling system isn't designed to take this kind of abuse for very long, and the components suffering the most from this are the ignition coils because they sit right on top of the combustion chamber and they really don't like heat all that much. Coil failures are very common on 2JZ-GTEs that run high boost frequently because more power means more heat.