nitrous?

[slammed1000]

i was thinking about nitrous any suggestions. i guy i know is running a 200hp shot on his 911 2.0l and it hauls ass!

[makaio]

Can you say time bomb?

[Doug E]

I've always wondered, what's a set-up like that cost to install and maintain ?

why?

[rudy]

I've run a 100 hp shot on some of my race bikes before.

[makaio]

The set up would be relativley inexpensive. It's the engine damage that would be $$$$$$

[rudy]

I've never blown any motors in my cars or bikes from nitrous. Just make sure your have the fuel and timing correct. It's only money if you do blow one anyways. Have some fun.

[slammed1000]

i agree with rudy, it is only money and when you have it to throw away no big deal....

[911nut]

Nitrous won't do any more damage to your engine than turbocharging or supercharging would do. All three methods have one thing in common: get the cylinder pressure over 800 psi and they'll all gernade your engine.
People tend to get carries away with this type of enhancement because more getting more HP is as simple as turning a thumbscrew (guys who have the cockpit-adjustable wastegate on their turbos have the same problem).

[juan ruiz]

I will let you know as soon as I install my 75 shoot on my 3.2 turbo maybe a two stage,blowing up and so on BLA BLA BLA

[304065]

Nitrous + Aircooled Motor = Rebuild

Seriously, the reason Porsche went to water cooled heads on the 962 was that they had reached the thermal limit of the aluminum with all the power they were making on the 935. This is with a flat fan and significantly upgraded lubrication and oil cooling systems.

If you are using the cylinder barrel itself as the radiator for heat, the dimensional changes to the cylinder are pretty significant with changing load. I have a couple of pilot friends who have throttled back after climbout (high heat) and experienced engine failure due to a cylinder jug CRACKING from the thermal stress when the engine shock-cooled. Isn't this why Porsche went to water-cooled, because they couldn't keep the cylinder dimensions precise enough to meet increasingly stringent emissions requirements while continuing to increase power? (Not JUST to piss us off. . . )

If you have a water-cooled motor that can handle the wild transients of heat I say go for it, plus a 944 is cheaper to repair when it grenades. . .

Good luck!

"Wild transients of heat?" Sounds like a movie

[juan ruiz]

John,Very good explanation so I ask are we talking about a WET type system? It seems to me that if you have a 50 to 75 MAX shoot and of course properly calibrated you are in a very safe range to operate since you are using it only as needed ?

[gregk1]

I have a friend that is a real NOS nut. And runs it in his drag boat. I have seen what it does, If you run a fairley large amount It beats the top ring grove all to hell. Also with aloy heads it sinks the valve seats into the head, He was running a BOSS 429 Ford motor, The seats were sunk an 1/8 of an inch in to the head, He was wondering why the valve lash was allways changing, Also broke alot of rods (stock&Manley H beam's)If you keep the amount small and not on the button all the time you get more life. But also less life then If you do with out.

[carnut169]

I think it can be done with some degree of safety. The system would have to be configured to only come on above a certain rmp (3,000?), cut-off at redline and only engage at wot with say a 50lb shot. NOS sells a system that will work in a 911 and includes a device that controls the fuel pressure while the nitrous is engaged. To me, it is a way of increasing hp at a huge discount over supercharging or adding a turbo set-up. I am not doing it b/c I have a garage queen and the perception is that nitrous belongs on Camaros and Mustangs- thus it would have a dramatic effect on the resale value of my car. I hope to sell it one day and buy a 993TT! Should I buy a track car to play with I might add nitrous just to see how it would do!

[911nut]

Originally posted by john_cramer
Nitrous + Aircooled Motor = Rebuild

If you are using the cylinder barrel itself as the radiator for heat, the dimensional changes to the cylinder are pretty significant with changing load. I have a couple of pilot friends who have throttled back after climbout (high heat) and experienced engine failure due to a cylinder jug CRACKING from the thermal stress when the engine shock-cooled. Isn't this why Porsche went to water-cooled, because they couldn't keep the cylinder dimensions precise enough to meet increasingly stringent emissions requirements while continuing to increase power? (Not JUST to piss us off. . . )

Aircraft engines are subject to bigger thermal gradients than car engines by virtue of the fact that it's a lot colder at 20,000 feet than it is on the ground. You do make a valid point, though, John.

I thought one of the reasons for the switch to liquid cooled heads on the 962 (besides better thermodynamic efficiency) was the desire to add 2 more camshafts. Trying to add them on the air cooled heads would have reduced head surface area to the point where air cooling would no longer be practical.

[RarlyL8]

A mechanic buddy of mine showed me first hand the effects of an improperly set up nitrous oxide system on a 911 engine.
Very nice melted piston.

If you must do this you must do this right. The only way to do it right is to control EVERYTHING. A stand alone fuel system using Av Gas injected with the nitrous is a good start.

As with any other type of forced induction (injection) your engines life WILL be shorter. Use wanna play use gotta pay. There is no free lunch.