Pontiac Solstice Forum - View Single Post - Nitrous, DI, a Turbo, and you. (advanced)

Well I have experience with nitrous, but none with a Direct Injection car or a turbocharged car. It seems in theory that a wet kit wont cause problems with the direct injection, due to the fact that even though the mixture isnt as dispersed as the factory injected fuel, the factory fuel will still atomize theoretically at the same rate and serve as a catalyst for the less dispersed fuel dispensed by a fuel jet. Please correct me if that's not the correct train of thought.

Factory FPR--- the DI runs at 3xxx psi yep, but is there an external fuel pressure regulator before the DI pump and injectors to work a fuel solenoid off of or will I need a standalone pump to fuel the solenoid.

Jetting, and AFR - Given that these cars run close to 13:1 stock, I'm assuming 12.0-12.5:1 is safe with a small (35-50 shot) shot of gas to make a little extra power. Especially due to the cooling of the charge of hot air from the tiny turbo. However, what is a good baseline to start from when jetting the system on the fuel side? Given that its a turbo car a 35 jet of nitrous will produce over 50hp, I'm assuming you'd jet for the actual power produced with the setup. (verified by wideband either way during setup of course)

Timing I dont think will be an issue with a small shot, given the already ultra conservative timing tables with the LNF.

Injection point... After the MAF, probably in one of the hardpipes. But hot side to cool the I/C as well, or cold side close to the intake manifold. I'm guessing you could go either way, but what difference would it make on either side (and why). I'm guessing the leftover fuel residue in the intercooler wouldnt be a good thing, but would it be enough to cause issue?

Option 2: A small 25-35 shot dry kit before the MAF. Not ideal, but if there's no viable fuel source, it might have to be a dry shot. Would this cause any issue with the turbo? Subzero air hitting the turbine blades cause any problems at WOT? Again, I dont have experience with nitrous in turbo cars. Experts post up, forum lawyers stay out.

One more minor concern is the PCM. Not so much that it will notice the nitrous, which it shouldnt, but rather its torque sensing features. What will happen if it retards the engine's power due to the nitrous' increased output and how is that retard accomplished. Obviously you dont want fuel cut or spark cut spraying the juice, but everything points toward the retard being a gradual effect.

__________________
2007 Sky Redline
Dejon 5027BB & Piping - RPI I/C - Magnaflow+Cutout
365 RWHP 351 RWTQ
2002 Honda RC-51 RVT

	GhostRL Member Join Date: Apr 2007 Location: Ft. Benning, GA	Well I have experience with nitrous, but none with a Direct Injection car or a turbocharged car. It seems in theory that a wet kit wont cause problems with the direct injection, due to the fact that even though the mixture isnt as dispersed as the factory injected fuel, the factory fuel will still atomize theoretically at the same rate and serve as a catalyst for the less dispersed fuel dispensed by a fuel jet. Please correct me if that's not the correct train of thought. Factory FPR--- the DI runs at 3xxx psi yep, but is there an external fuel pressure regulator before the DI pump and injectors to work a fuel solenoid off of or will I need a standalone pump to fuel the solenoid. Jetting, and AFR - Given that these cars run close to 13:1 stock, I'm assuming 12.0-12.5:1 is safe with a small (35-50 shot) shot of gas to make a little extra power. Especially due to the cooling of the charge of hot air from the tiny turbo. However, what is a good baseline to start from when jetting the system on the fuel side? Given that its a turbo car a 35 jet of nitrous will produce over 50hp, I'm assuming you'd jet for the actual power produced with the setup. (verified by wideband either way during setup of course) Timing I dont think will be an issue with a small shot, given the already ultra conservative timing tables with the LNF. Injection point... After the MAF, probably in one of the hardpipes. But hot side to cool the I/C as well, or cold side close to the intake manifold. I'm guessing you could go either way, but what difference would it make on either side (and why). I'm guessing the leftover fuel residue in the intercooler wouldnt be a good thing, but would it be enough to cause issue? Option 2: A small 25-35 shot dry kit before the MAF. Not ideal, but if there's no viable fuel source, it might have to be a dry shot. Would this cause any issue with the turbo? Subzero air hitting the turbine blades cause any problems at WOT? Again, I dont have experience with nitrous in turbo cars. Experts post up, forum lawyers stay out. One more minor concern is the PCM. Not so much that it will notice the nitrous, which it shouldnt, but rather its torque sensing features. What will happen if it retards the engine's power due to the nitrous' increased output and how is that retard accomplished. Obviously you dont want fuel cut or spark cut spraying the juice, but everything points toward the retard being a gradual effect. __________________ 2007 Sky Redline Dejon 5027BB & Piping - RPI I/C - Magnaflow+Cutout 365 RWHP 351 RWTQ 2002 Honda RC-51 RVT

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