Could someone please work on nitrous
#52
Spin Triangles! Spin!
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nelsonrx8,
How much did it cost for the whole kit? (Everything you needed for the ZEX kit)
________
Buy a new condo in Pattaya
How much did it cost for the whole kit? (Everything you needed for the ZEX kit)
________
Buy a new condo in Pattaya
Last edited by dmorales; 09-09-2011 at 03:34 AM.
#54
Illudium Q-36 Space Moderator
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If the thread is dead restart it.....I know if you wait for Ray you will get a reliable set-up - but what is to stop you from doing it yourself.
Start here - http://store.summitracing.com/partde...5&autoview=sku
And go from there!
Get a flowmeter in the intake and figure out the air VELOCITY - and how much wet charge that velocity will support... and have at it!!!!
Point is go out and play around - have some fun and see if you can crack the 100 HP nut..... they call us hobbists for a reason.
Start here - http://store.summitracing.com/partde...5&autoview=sku
And go from there!
Get a flowmeter in the intake and figure out the air VELOCITY - and how much wet charge that velocity will support... and have at it!!!!
Point is go out and play around - have some fun and see if you can crack the 100 HP nut..... they call us hobbists for a reason.
Last edited by Kane; 05-17-2009 at 02:31 PM.
#55
First, from the looks of it, it requires an actual MSD ignition system which doesn't work on the RX8 and secondly it looks like it would be active at all times. If that's the case you can simply create an accessport tune with altereed ignition timing. The goal would be to have a device which is ONLY active when the nitrous system is active. It's also listed as not being compatable with "multiple coil ignitions" which would make it unable to work with the RX8.
#56
Illudium Q-36 Space Moderator
iTrader: (1)
Um, I don't think that device will work.
First, from the looks of it, it requires an actual MSD ignition system which doesn't work on the RX8 and secondly it looks like it would be active at all times. If that's the case you can simply create an accessport tune with altereed ignition timing. The goal would be to have a device which is ONLY active when the nitrous system is active. It's also listed as not being compatable with "multiple coil ignitions" which would make it unable to work with the RX8.
First, from the looks of it, it requires an actual MSD ignition system which doesn't work on the RX8 and secondly it looks like it would be active at all times. If that's the case you can simply create an accessport tune with altereed ignition timing. The goal would be to have a device which is ONLY active when the nitrous system is active. It's also listed as not being compatable with "multiple coil ignitions" which would make it unable to work with the RX8.
But that one has a nitrous switch which would activate the retard function - but it is only for MSD ignition.
My point was for the folks who wanna be the firstest with the mostest - to get out there and find the solutions they seek - then experiment with them.... it is more fun that way.
#57
I know - it was just the first one I found.... there are others.
But that one has a nitrous switch which would activate the retard function - but it is only for MSD ignition.
My point was for the folks who wanna be the firstest with the mostest - to get out there and find the solutions they seek - then experiment with them.... it is more fun that way.
But that one has a nitrous switch which would activate the retard function - but it is only for MSD ignition.
My point was for the folks who wanna be the firstest with the mostest - to get out there and find the solutions they seek - then experiment with them.... it is more fun that way.
We're exploring options for a module that works similar to the MSD unit but would be compatable with the RX8. The research is ongoing but I encourage people to seek out other solutions.
#59
Registered
I know - it was just the first one I found.... there are others.
But that one has a nitrous switch which would activate the retard function - but it is only for MSD ignition.
My point was for the folks who wanna be the firstest with the mostest - to get out there and find the solutions they seek - then experiment with them.... it is more fun that way.
But that one has a nitrous switch which would activate the retard function - but it is only for MSD ignition.
My point was for the folks who wanna be the firstest with the mostest - to get out there and find the solutions they seek - then experiment with them.... it is more fun that way.
Though I have heard there are some reliability issues, but MSD does replace those when they fail.
Another thought:
The knock sensor we already have; is there a way to use it's circuit to drop timing?
For example, the knock sensor circuit comes on right when the nitrous hits.
(My dual resonated mid pipe vibration against the frame cross brace seems to retard my timing, by faking out the knock circuit.....)
Last edited by Rote8; 05-18-2009 at 03:58 AM.
#60
What about the MSD "DIS 4"?
Though I have heard there are some reliability issues, but MSD does replace those when they fail.
(My dual resonated mid pipe vibration against the frame cross brace seems to retard my timing, by faking out the knock circuit.....)
Though I have heard there are some reliability issues, but MSD does replace those when they fail.
(My dual resonated mid pipe vibration against the frame cross brace seems to retard my timing, by faking out the knock circuit.....)
My experience has been terrible with the knock sensor. It goes off when there isn't knock and it doesn't go off when there is.
I don't think the nitrous makes any noise which the sensor would detect. If it did, I guess it could be programmed to pull timing but with the crappy nature of that sensor it's quite a risky setup IMO.
#64
suck my smog
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#66
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Professor Nitrous (aka Charles R. Hill)
was in the 230 range last time I had his car on the dyno. (55 shot)
was in the 230 range last time I had his car on the dyno. (55 shot)
#68
OK.... Unless I missed something along the way, Why hasn't anyone even mentioned a progressive controller?
If you're giving your motor a 55 shot at 3k (rpm) then at 6k it handle a 110 and at 9K it can handle 165.
The reason is that at 3k your engine is pulling in 'X' amount of air and at 6k you engine is pulling 'X*2' (double the air).... it's "progressive".
As it sits now all your power is being made the instant you hit the nitrous and later in the rpm band the nitrous is being 'washed out' by the increased fuel and air rendering it less effective.
So unless I missed something scanning through this you're not yet using a prgressive controller and you should be!
If you're giving your motor a 55 shot at 3k (rpm) then at 6k it handle a 110 and at 9K it can handle 165.
The reason is that at 3k your engine is pulling in 'X' amount of air and at 6k you engine is pulling 'X*2' (double the air).... it's "progressive".
As it sits now all your power is being made the instant you hit the nitrous and later in the rpm band the nitrous is being 'washed out' by the increased fuel and air rendering it less effective.
So unless I missed something scanning through this you're not yet using a prgressive controller and you should be!
#69
OK.... Unless I missed something along the way, Why hasn't anyone even mentioned a progressive controller?
If you're giving your motor a 55 shot at 3k (rpm) then at 6k it handle a 110 and at 9K it can handle 165.
The reason is that at 3k your engine is pulling in 'X' amount of air and at 6k you engine is pulling 'X*2' (double the air).... it's "progressive".
As it sits now all your power is being made the instant you hit the nitrous and later in the rpm band the nitrous is being 'washed out' by the increased fuel and air rendering it less effective.
So unless I missed something scanning through this you're not yet using a prgressive controller and you should be!
If you're giving your motor a 55 shot at 3k (rpm) then at 6k it handle a 110 and at 9K it can handle 165.
The reason is that at 3k your engine is pulling in 'X' amount of air and at 6k you engine is pulling 'X*2' (double the air).... it's "progressive".
As it sits now all your power is being made the instant you hit the nitrous and later in the rpm band the nitrous is being 'washed out' by the increased fuel and air rendering it less effective.
So unless I missed something scanning through this you're not yet using a prgressive controller and you should be!
Unless I am wrong about the way nitrous works, this "progressive" controller just seems to be kind of like overstuffing the motor at higher RPM's. The engine can only make use of so much oxygen for combustion, regaurdless of the RPM.
I could be wrong though.
#70
Maybe I am not properly educated on Nitrous, but I thought the point of it was that the NO2 would be broken apart inside the motor, feeding extra O2 for better combustion and more efficient combustion of the fuel, sort of like a bottled version of FI.
Unless I am wrong about the way nitrous works, this "progressive" controller just seems to be kind of like overstuffing the motor at higher RPM's. The engine can only make use of so much oxygen for combustion, regaurdless of the RPM.
I could be wrong though.
Unless I am wrong about the way nitrous works, this "progressive" controller just seems to be kind of like overstuffing the motor at higher RPM's. The engine can only make use of so much oxygen for combustion, regaurdless of the RPM.
I could be wrong though.
Let's make up numbers for a second... All hypothetical not accurate:
At 3k the engine is pulling 10 cfm of o2 and 1cfm of Fuel; You inject 1cfm of N20 and you're total is 10+1+1=12
If you are NOT using a progressive controller then:
At 6k the engine is pulling 20 cfm of O2 and 2cfm of Fuel; The same 1cfm of N20 and that's a total of 20+2+1=23
BUT we know that every 3k the engine can handle 12cfm. So at 6k the engine could handle an extra cfm of N20... That's double.
My point is that if your motor can handle 50 shot at 3k (I have no idea what the standard is on a rotary) then it can certainly handle 150 shot at 9k.
The progressive controller can work many ways but the best type is an RPM map based controller. It measures the engines revolutions and opens up more N20 as needed to maintain the level of power desired.
This is N20 101 really... is there somethign 'special' about the rotary that makes this fact (not theory) incompatible?
#71
Your science is correct but the Math is wrong.
Let's make up numbers for a second... All hypothetical not accurate:
At 3k the engine is pulling 10 cfm of o2 and 1cfm of Fuel; You inject 1cfm of N20 and you're total is 10+1+1=12
If you are NOT using a progressive controller then:
At 6k the engine is pulling 20 cfm of O2 and 2cfm of Fuel; The same 1cfm of N20 and that's a total of 20+2+1=23
BUT we know that every 3k the engine can handle 12cfm. So at 6k the engine could handle an extra cfm of N20... That's double.
My point is that if your motor can handle 50 shot at 3k (I have no idea what the standard is on a rotary) then it can certainly handle 150 shot at 9k.
The progressive controller can work many ways but the best type is an RPM map based controller. It measures the engines revolutions and opens up more N20 as needed to maintain the level of power desired.
This is N20 101 really... is there somethign 'special' about the rotary that makes this fact (not theory) incompatible?
Let's make up numbers for a second... All hypothetical not accurate:
At 3k the engine is pulling 10 cfm of o2 and 1cfm of Fuel; You inject 1cfm of N20 and you're total is 10+1+1=12
If you are NOT using a progressive controller then:
At 6k the engine is pulling 20 cfm of O2 and 2cfm of Fuel; The same 1cfm of N20 and that's a total of 20+2+1=23
BUT we know that every 3k the engine can handle 12cfm. So at 6k the engine could handle an extra cfm of N20... That's double.
My point is that if your motor can handle 50 shot at 3k (I have no idea what the standard is on a rotary) then it can certainly handle 150 shot at 9k.
The progressive controller can work many ways but the best type is an RPM map based controller. It measures the engines revolutions and opens up more N20 as needed to maintain the level of power desired.
This is N20 101 really... is there somethign 'special' about the rotary that makes this fact (not theory) incompatible?
FI and nitrous are the exceptions to this, since they are literally forcing more O2 into the engine, sort of overstuffing the cylinders so that more fuel can be burned.
But like Charles said, I would be interested to see the results when you try it...
#72
I still have a bit of a hard time following this. Without FI, the engine is not drawing in any additional air at higher RPM's... An engine consumes its entire displacement capability every 2 revolutions, for our motor this means that the motor uses 1300 CC of air every 2 revolutions (of the rotors, not the e-shaft). This is regaurdless of the engine speed.
http://www.gmhightechperformance.com...kit/index.html
This was the first site I pulled off of Google. No wonder the RX8 scene isn't getting any love in the tuning world. Misinformation within a community will hault any progress immediately.
#74
A TURBO will continue to 'stuff' an engine as the rpms increase but you are not right about the Nitrous. It is a set amount released.
A 55 shot at 3k is still 55 at 6k but half as effective as it was at 3k.
BUT 9spi at 3k is 9psi at 6k and equally effective because it is 'growing'... or 'progressing' with the rpms of the motor.
The Nitrous is NOT growing or progessing with the rpms unless you install a multi stage kit or a 'progressive controller'
#75
I say it in love man but wrong, wrong, wrong
http://www.gmhightechperformance.com...kit/index.html
This was the first site I pulled off of Google. No wonder the RX8 scene isn't getting any love in the tuning world. Misinformation within a community will hault any progress immediately.
http://www.gmhightechperformance.com...kit/index.html
This was the first site I pulled off of Google. No wonder the RX8 scene isn't getting any love in the tuning world. Misinformation within a community will hault any progress immediately.
And before I forget to respond to this as well let me add...
A TURBO will continue to 'stuff' an engine as the rpms increase but you are not right about the Nitrous. It is a set amount released.
A 55 shot at 3k is still 55 at 6k but half as effective as it was at 3k.
BUT 9spi at 3k is 9psi at 6k and equally effective because it is 'growing'... or 'progressing' with the rpms of the motor.
The Nitrous is NOT growing or progessing with the rpms unless you install a multi stage kit or a 'progressive controller'
A TURBO will continue to 'stuff' an engine as the rpms increase but you are not right about the Nitrous. It is a set amount released.
A 55 shot at 3k is still 55 at 6k but half as effective as it was at 3k.
BUT 9spi at 3k is 9psi at 6k and equally effective because it is 'growing'... or 'progressing' with the rpms of the motor.
The Nitrous is NOT growing or progessing with the rpms unless you install a multi stage kit or a 'progressive controller'
Another point to consider though, is this: Without any type of forced induction, the engine is being fed air via a vaccuum draw generated by the engine itself. If you have a motor with a cylinder capacity (yes, I know I am using a piston motor for this example, but same applies with a rotary...) of 50cc, it is impossible for it to ever draw any amount of air greater than 50cc into the cylinder, and likewise, it is highly unlikely that the vaccum will draw less than 50cc of air into the cylinder, this would create a vaccuum in the cylinder that would induce a parasitic loss to the overall system. This is accomplished regaurdless of engine speed, and would remain constant without literally forcing air into the combustion area of the motor.