Nate1647545505

It is not just limited to C/R... Try spraying a high compression motor, with low displacement...What will happen? Try taking an s2000 and throwing a 150 shot on it, what will happen? The motor has a high output per litre, if it detonates, its toast. Take your 4.6 and throw a 150 shot on it, you can relative speaking, have safe power. You also have fogred dished pistons...you have more resitance to detonation. All cars work under some detonation, just the size and design of the motor determine when the motor goes kablewy. Compare appllees with applees and oranges with oranges. Full built race cars are that,FULL BUILT. I'm not arguing the fact that you can run a higher compression with nitrous, I'm arguing it has ALOT to do with size and output of the motor. A stock bottom end can only take so much heat and pressure before it goes pop, this is why FI needs lower compression than spray. I think I'm repeating myself here or something. When I said "we all know..." I meant that as, its a common thing, and not as a personal attack. I'm probably making this out than much more than it needs to be. Also, I haven't seen your car in the Devry parking lot at all, are still going there?

I'll just go back to having butt se..uh...yeah eh hem, I'll take both. (can you picture me doing the nasty?, aha! you sick freak)

Yeah makes sense. I was having a hard time deciding if the placement would be accurate, I just want to look for detonation, since it causes EGTs to drop. Also I wanted to make sure I wasn't going to melt anything, I'm guessing there is a temperature at which a cast piston can get dangerous? as far as how they work, taken from SDS EMS:

Both of your situations don't like compression, they just are differant. Your C/R is lowered because of the marginally larger heat in the intake charge. We all know that when you compress air, you cannot keep it the same temp, with compression, the charge gets hotter. Nitrous, however, is a gas under 900-1xxx psi, and it delivers a more dense charge, at -175 degrees F. This is why you can take an almost stock LS or modular motor and hit it with such a big shot. The motor is large and has a low hp/liter output, the motor is more tolerant to detonation and pre-ignition. Nitrous is really nothing more than cold boost. You have more density in a cylinder when your under spray, creating more power. It basically should be treated like a blown car, except in the fact you have more of an area to work with, regarding timing and tuning thanks to the colder temps vs blown or turbo. A motor can only handle X amount cyl pressure before something lets go. If your not planning on building the motor around the bottle, look into the tuning aspect, it will keep the motor together, and give you the most bang for the buck. [ 05. January 2005, 01:18 PM: Message edited by: Deals On Wheels ]

99.9%................................... I just hope your not the .1 percentile, my friend.

I can do C/C++, drop me a PM.

Hi all, I got tired of using piggy backs and purchased some software to recal the VCM of my ghetto hooptie. I have wideband 99.9% on the car as of now, and was told to look into an EgT gauge for extra safety. I know that putting probes in all of the 6 header primary locations would be ideal, but would running a single probe on the leanest cylidner even be worth it? Edit: Also what temps should I look for under WOT? Thanks! -Ramathorne

the dreaded double post graemlins/cry.gif

hahahahahaha! Hope you can link to your sense of humor, you'll need to keep it handy smile.gif Welcome!

This is Ackbar, a char from star wars... http://www.ackbar.f9.co.uk/ackbar.jpg People say I look more like.... http://www.tribute.ca/tribute_objects/images/movies/super_troopers/supertroopers3.jpg NO. I am not mexican!

hahahahahahahahaha. ye..............er........no. 97-03's GPs suck at handling, even with 900$ Koni struts and a 200$ some odd dollar handling package. The car is a boat, nothing can change that, I still <3 it though.

its an m62 dufas graemlins/slap.gif

Praise Jesus!

drag cars are *** win.

Power under the curve.

AAMCO is what we with with the 4t56e-hd run smile.gif

The flourescent display went out. Take it to an AcDelco distributor

cool, welcome to the board, I'm the guy with the black grand prix that moseies on up there. Me, balljoint, and the red supra are pretty even these days, but who knows about next season smile.gif Welcome to the board

Hi, My car breaks and it is not a race car. Thank you, Nate

It wouldn't nearly get that hot placed remotely, that looks like its in the stage of making lots of power. Keep in mind thats right off the cylinder head, so its real close to all them explosions. They see boost late because it doesn't harness all of the exhaust gas pulse energy, like Mowgill pointed out. Plus you have to pressurize all of the piping, delaying spool. By the way, Is this BallJoint? or Anyone that goes up to the N. Olmstead lot?

take it back!

ahw thanks sweetie smile.gif I've read quite a few of these heat/density/your mother pushes the turbine threads, and you probably had the best explanation. But in practice, with all equations aside, why do all automotive turbo motors have the turbocharger off of the exhaust manifold, and not remotely mounted? My non-educated ass believes for the gas's velocity, but you’re welcome to educate me on that. Another thing when remote mounting, you have to scale down your A/R to increase velocity, ok, that in turn has an effect on your upper-end power. I guess it all depends on what kind of power curve you want your motor to have, but I wouldn't want a smaller exhaust A/R(to a point), when I could have a bigger, and not have any spool issues. Now tell me about compression ratios with relationship to exhaust gas velocity smile.gif

you might want to stick to blowers there, cheif...

smile.gif Hell yeah!

If anyone needs hosting for bigger files, like movies or something, Please PM me. I have a server that usually gets 300kb down..