so you want to play with nitrous?????

I have a boondockers kit on a "trail ported" SRX 700 with no other mods. With that 5 second burst of nitrous you are leaped out front, no problems with it at all. Trail ride all day, come home across the lake and give it a quick shot and off ya go. I'm sure the majority of these guys taht are looking for nitrous, are looking for a quick burst. I don't know who's setup is better, but I do know that this kit works for me. If I want a full blown nitrous monster sled then it would be a completly different system. "Believe half of what you hear and all of what you see". I'm sure that nosboy is very informative about nitrous but for these trail guys it's getting way to specific. Buy the kit, you'll like. This is not to meant offend anyone, just what has worked for my sled.
 

pro116 said:
With a 60hp shot on his vector and it raises about 600 rpm's.The same thing on a rx1.0 hp shot on a rx1 is worh 1 second and 15 mph in a 1/4 mile without reclutching on a 4stroke.
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hmm, perhaps I stand corrected.
 
RPM increases

I don't know about the Vector but I know the RX-1 uses gear reduction to reduce the RPM's of the primary. Would'nt that have a "lessening" effect, if you will, on the RPM increase for those four stroke models???? Maybe not, but does anyone have any real world RPM info using NOS on a SRX or Viper?

What do you guyys think?

Madmatt
 
The clutch rpm will still go up even though the RX-1 uses a gear reduction. If you spin the RX-1 stock without nitrous at 10,200 engine rpm it will spin 8,466 clutch rpm and if you hit the nitrous button and it jumped up to 10,700 engine rpm the clutch would then spin 8,881 rpm.
 
Srxspec

I am aware that when the engine RPM goes up then so does the clutch RPM. The question I am doing a poor job of explaining has to do with gearing or maybe leverage? It seems like the gear reduction would maybe feed back through the track putting more load on the motor through the gears. I am wondering if the normal RPM gain from the nitrous would be somehow diminished or reduced due to the gear reduction as opposed to a traditional (two stroke) snowmobile set up with no gear reduction. Does that make sense?

Madmatt
 
I am not saying that boondockers or any one elses kit don't work... I'm sayin, PLEASE learn about nitrous and its properties and its inherent problems BEFORE you go spraying something into your airbox!!!!!!!! I've seen some real STUPID IDEAS out there and a bunch of IDIOTS installing it on their sleds.... You CANNOT have the BEST of both worlds.... I think thats my point that I am trying to get across... If you want to beat some other guys 700, DO SOME MODS on the sled.. You don't have to spend a zillion dollars on nitrous>>> Gary Oles nosboy...
 
We run grass drags a little bit. I run a 2001 srx 700. We run a 35 nitrous jet with 31 fuel jet. Holley blue fuel pump at 6.5 lbs. That is a 200 hp load. Timing is retarded about 4 degrees. We took the stock weights ground them and got a total of 86 grams buy welding on them to get the grams to rev it 8900 with the load. Also run weisco pistons. Run 162.5 PTO 162.5 CTR 165 MAG in stock carbs. Getting ready to run a bigger load because it is just not fast enough. This set up will not work for trail riding beause we run no air box. With no juice the sled will only rev 6000 and runs like shit. We have a dyno jet snowmoblie dyno and it pulled 30 hp at the track with no nos. With nos it pulled 125 hp at the track.
 
I had a 99SRX and it ran a full second (1.200) quicker with nitrous!!! I set it up for asphalt and got HIJACKED by NHRA!!!! I was told that "punk, you aint got enough money to sue the NHRA" By a NHRA OFFICIAL!!!! Needless to say, I sold the sled and the new owner runs LOW TENS all day!!!! Gary Oles nosboy
 
The 32/36 is a little bit bigger jet but, ran 7psi on fuel a dropped about 10 hp. I love all those guys that buy the kit online and have not a clue what is going on. I ordered all my stuff from summit, built my own bracket to hold everything. I have a pro mod bike drag racer tune it for me. Why spend $6,000 on a race motor that makes 200hp when i spent $1000.00 on NOS and can make 250hp in a stock sled.
 
nosboy said:
as far as the nitrogen burning.... NO.... NITROGEN doesnt burn.. It creates the EXPANSION that pushes your piston down so forcefully..... 100% oxygen and fuel won't do a damn thing without the nitogen.... The nitrogen doesnt have to come in NOS... it could come in ambient air itself.... WHY DON'T YOU THINK THEY JUST DON'T RUN PURE OXYGEN BOTTLES????? Why does it have to be NOS???? I told you in a post before, I AM NOT GIVING PHYSiCS LESSONS on this forum... You have to find it out for yourself.... I suppose it ALL HAS TO DO WITH my last sentence about the race cars and street cars... THE puppies want to sit on the porch with the BIG DOGS all the time.. Trouble is,,,, there aint enough room on the porch for them all,,, Thats why the BIG DOGS get to sit on the porch and the little dogs stand around and watch!!!! If you're from Chicago, You probably know EXACTLY what I am talking about... if you don't understand,,,well,,,,,,WATCH THE BIG DOGS!!!!!!! You'll learn... Gary Oles nosboy
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the nitrogen acts as a buffer. pure oxygen burns too violently. thats why its in there. race cars purge for 2 reasons. one is to get the bottle pressure where they want it. the second reason they purge is to make sure the nitrous hits the combustion chamber before the fuel does. if the fuel hits first on a big shot, it bogs and cant burn it, causing reversion and a backfire. its better to have the nitrous hit first and create a short lean spot raising the rpm's than blow the carb off.
 
Nitrogen acts as a buffer??????????????????????????????????????????????????????????????????????????????????????????? OK... HERES THE PHYSICS LESSON>>>>>>>>>>>> NOT. Lets NOT GO THERE!!!!! PLEASE..... Pure oxygen and fuel CANNOT make an engine run.. It is the REACTION that creates combustion of the NITROGEN!!!!! OCTANE is the BUFFER... not nitrogen!!!!! NITROMETHANE doesn't need even a spark to burn..... FUEL MOTORS RUN IN DETONATION... Thats why they get 5000+++++++ Horsepower...... What does the nitrogen do in that instance????????????????? buffer the explosion????????????????????? NO WAY JOSE!!!!!!! Race cars purge the nitrous line to get a LIQUID at the solenoid... ALSO to put on a show for the spectators.... because of the heat in the staging lanes and during the "smokey burnout", the nitrous in the lines gets REALLY HOT and vaporizes..... does it bring down the pressure???????? YES!!!!!!!!! DOES it bring a liquid to the solenoid????????? Yes!!!!!!! does a liquid get to the combustion chamber easier... ( I'm not sure if I worded that correctly) YES!!!!!! Does a liquid at the spray nozzle cool down the fuel charge????? YES.......!!!!!!! does MORE FUEL charge (cooler) make more horsepower???????? (it depends on a few things) but,,,YES!!!!! can you stuff more nitrous/fuel into the head when its cooler?????? YES!!!!!!! do you go faster?????? WHY YES YOU DO!!!!!!!!! I've been on the dragstrip with a 99SRX with NITROUS a BUNCH OF TIMES!!!!! I been down the SAME dragstrip with my 73 Challenger also a BUNCH OF TIMES!!!!!! I've played and played till I'm BLUE in the face!!!!!! MY CHALLENGER IS BLUE TOO!!!!!!! My CUDA is RED... MY CHALLENGER SMOKES my cuda!!!!!!! my cuda dosn't have nitrous!!!!!! GET MY POINT????? Gary Oles nosboy
 
we used to smoke "red bud" before physics class, we Drank Miller hand grenads before history,,,, do you know who discovered america???? WHO CARES!!!!!! do you know why Sir Issac newton was so smart???? Maybe the red bud???????? Who knows... Gary Oles nosboy
 
not trying to start a pissing match, but directly from NOS q&a.
Q: How does nitrous work?
A: Nitrous oxide is made up of two parts nitrogen and one part oxygen (36% oxygen by weight). During the combustion
process in an engine, at about 572 degrees F., nitrous breaks down and releases oxygen. This extra oxygen creates additional power by allowing more fuel to be burned. Nitrogen acts to buffer, or dampen the increased cylinder pressures helping to control the combustion process. Nitrous also has a tremendous "inter cooling" effect by reducing intake charge temperatures by 60 to 75 degrees F
 
Its you Milwaukee guys smoking the "grow your own DITCHWEED" that screwed you up!!!! (thats what my homies told me)!!!!!! Gary Oles nosboy
 
Its a lot more complicated than that... Nitrous DOES HOST THE 32 or 37% oxygen molecules,,,YES,,,, Correct,,,,,, The nitrogen effect in the nitrous oxide is insufficient in that sense... The NITROGEN in the INTAKE charge (90%) is already there . Therefore, the nitrogen in the EXTRA blast in the nitrous is insignificant, thus diluting the explosion.. If you consider diluting, as buffering,,, than you are CORRECT.... But the nitrogen is insignificant as a "propellant ( I like that word)!!!! I also like pissing matches,,, Thats why i have a race car!!!!!! I'm still trying to figure out how you tune a buzz bomb little TOYOTA to make 8 second passes with a LAPTOP computer,,, but the KIDS at the grove,, do it every week!!!!! That isn't physics,,, thats computer programing at its best!!!!!!
 
nosboy said:
Its a lot more complicated than that... Nitrous DOES HOST THE 32 or 37% oxygen molecules,,,YES,,,, Correct,,,,,, The nitrogen effect in the nitrous oxide is insufficient in that sense... The NITROGEN in the INTAKE charge (90%) is already there . Therefore, the nitrogen in the EXTRA blast in the nitrous is insignificant, thus diluting the explosion.. If you consider diluting, as buffering,,, than you are CORRECT.... But the nitrogen is insignificant as a "propellant ( I like that word)!!!! I also like pissing matches,,, Thats why i have a race car!!!!!! I'm still trying to figure out how you tune a buzz bomb little TOYOTA to make 8 second passes with a LAPTOP computer,,, but the KIDS at the grove,, do it every week!!!!! That isn't physics,,, thats computer programing at its best!!!!!!
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fair enough. you chicago boys explain things differently than i do. i havent been to the grove in a while. the last time i was there the import guys didnt know what they were doing. i still remember all the guys running 16 sec 1/4's thinking they were all that. i couldnt help but laugh as they would stage right past the line then sleep at the light (2 second reaction times) just to kill the motor with a pathetic attempt at a launch. ahhh the good old days! ;):D ;)!
 
Lets get into the dichlorodiflouromethane properies.. ( I cant even spell anymore) (im getting tired) (or dumb) You turn the can upside down,,,,,,,,,,,, -21.7 deg.... you turn the can upright,,,,,,70 deg........ as soon as the NITROUS hits the atmosphere, it is broken down into its lesser properties....AS A VAPOR,,,,NOT A LIQUID!!!!!!! as a liquid... it STILL RETAINS its substance as NITROUS!!!!! The 572 deg statement is when the RAPID expansion occurs!!!!!!!! Thats already 1/2 hour after the compression and flame front..... DO YOU MEAN THAT MY LUNGS HAVE TO GET TO 572 DEGREESE befor I can get high off of HUFFING the nitrous bottle??????? See my point?????? nitey night...nosboy
 
Here is an article I pulled off of the net. It explains some of the basics of nitrous more clearly than this thread does.

Chemistry 101

Let’s start at the molecular level. Nitrous oxide consists of two nitrogen atoms combined with one oxygen atom (N2O). Nitrous oxide is an oxidizer, but it will not burn if subjected to a flame. However, it does an outstanding job of contributing to the combustion process and making horsepower. Early experimenters quickly learned that when compressed in a tank above 760 pounds per square inch (psi), the gaseous nitrous turns into a liquid. When this liquid N2O is released, the lower pressure transforms the liquid nitrous back into a gas but reduces its temperature at the same time, dropping the nitrous to -127 degrees F.

This is the first advantage of nitrous oxide. Before the oxygen can contribute to combusting fuel in the cylinder, just releasing the gas into the intake manifold radically reduces the inlet air temperature as much as 65 degrees, which can be worth about six percent in additional power. At this point, in the intake manifold, nitrous is still a combined molecule. Once it finds its way into the combustion chamber and is subjected to a temperature of more than 572 degrees F, the chemical bond that holds the oxygen and nitrogen atoms together disassociates, and that single oxygen element is free to combust more fuel.

The Ratio Game

This brings up an extremely important point. Engines burn fuel, which in our case is gasoline. Engines make power by ingesting air and then mixing the appropriate amount of fuel with the air. For normally aspirated engines, the ideal power ratio is 12.5-13:1 air/fuel ratio. A richer mixture (such as 11.5:1) with excess fuel does not increase power. In fact, it reduces power. A rich mixture makes less power because most of the free oxygen atoms have combusted the fuel with a slight amount of fuel and air remaining since combustion is never 100 percent efficient. The point here is that power is determined by the amount of air you can shove into the cylinder.


Injecting nitrous into the engine adds a greater percent of oxygen because nitrous is 36 percent oxygen by weight. The air we breathe is 78 percent nitrogen, 21 percent oxygen and another 1 percent other gases. Adding this greater oxygen content requires additional fuel to maintain that safe 12.5:1 air/fuel ratio for best power. In fact, all nitrous systems are intentionally jetted far richer to 11:1 or sometimes more. A rich air/fuel ratio also reduces the possibility of a too-lean cylinder that could cause a melted piston.

The advantage of nitrous is that the nitrogen acts as a combustion buffer, slowing the resultant pressure rise that occurs when the oxygen-enhanced air/fuel charge is ignited. This is why N2O is a far better choice than injecting pure oxygen. With pure oxygen, the resulting combustion process would be so violent that it would immediately destroy the engine. Even at the same power level, nitrous creates a much quicker cylinder-pressure rise than either a normally aspirated or supercharged engine. This is the big reason why nitrous engines demand less ignition timing. Optimal cylinder pressure should occur with the piston at roughly 10 to 15 degrees after top dead center (ATDC) to take maximum advantage of the leverage offered by the crankshaft as cylinder pressure pushes down on the piston. This is why over-advanced ignition timing, even in a normally aspirated engine, makes less power because the ignition begins the combustion process so early that the engine is working against cylinder pressure as the piston approaches TDC.

We mentioned that additional fuel must be added whenever nitrous oxide is introduced into the engine. If additional fuel is not included, the combustion temperature rises radically and can actually achieve a temperature hot enough to melt a forged aluminum piston. This is the beginning of what is commonly called “catastrophic engine failure.” The obvious lesson is to avoid lean mixtures when running nitrous. Trash heaps are full of burned pistons sacrificed on the alter of nitrous education.
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