(upbeat drumming)
(jazzy guitar)
- Next thing we're going to do is also
purge the nitrous line, which is right here.
We're just going to do a quick shot of nitrous
through it to make sure that it's got no contamination.
There's also a nitrous filter inside
that fitting right there,
but remember that nitrous discharges at -130 Fahrenheit,
and so that's why I'm holding it with the pliers,
and I'm not going to get my skin
anywhere near the front of that.
Okay, Steve, ready when you are!
(valve hisses)
There you go.
That's good.
- [Steve] Okay.
- [David] The next super critical thing that we're going to do
is set the nitrous system fuel pressure.
As another reminder,
this fuel system is only feeding the fuel solenoid
for the nitrous system.
An NLS wants to see six PSI of fuel pressure
while the system is engaged.
If you set the fuel pressure just dead-headed,
meaning if you just, you know,
have the solenoid coils and the fuel is stacking up
right here and you set the pressure at six,
then when you open that solenoid going down the track,
the fuel pressure is going to drop,
the engine leans out.
So this is an Edelbrock flow tool.
What I've got is the actual jet right there
that came out of my nitrous system,
and I'm going to put it here and that is going to create
a restriction that mimics what's going on
when the system is functioning,
so that I can set the fuel pressure flowing.
Okay, Steve, go ahead.
Fire it up.
Off!
I just tested our nitrous fuel pressure with it flowing,
and found it to be only three pounds which isn't enough.
We need six.
Okay, Steve!
- [Steve] Yes, sir!
- Can you please turn it on and I will
adjust it dynamically.
- Aye aye, captain!
- Thank you.
Alright, cranking the fuel pressure up to six.
Perfect.
And the rock's steady.
Alright, you can shut it off!
- A critical aspect when you're running nitrous
is to adjust the ignition timing.
What the nitrous is going to do is
it's going to accelerate the combustion.
Therefore you're going to get peak cylinder pressure earlier.
So early, in fact,
that you're going to lose power and can cause
destructive detonation inside the cylinder.
So we're going to take this back to about 30 degrees
for a 150 shot.
I mean basically the rule of thumb is
two degrees per 50 horsepower head of nitrous.
So it's about six degrees for the 150 shot.
- [David] Finally, the last step before
we can spray this thing,
and this is the part of nitrous I find the most irritating,
and that is maintaining the nitrous bottle
pressure which we often do with temperature.
You will read online all sorts of different
temperature numbers and how they correlate to PSI.
I've read everything from 85 to 100.
Our number is 93.
Right now we've got 97 on the temp gun
and so I'm taking a ice cold rag out of the cooler
and I've been cooling the thing down.
'Cause if you have too much nitrous bottle pressure,
it will spray more nitrous in relationship to fuel,
and once again you will be running lean.
So we've got to cool that down just a little bit
and then finally we're going to be out on track.
And this thing better run 11:99 on it's very first pass.
'Cause we're running out of time.
We're about to lose our track rental.
- I'm feeling really good about this.
- I feel great!
- Yeah, yeah
- [Steve] This is going to be our moment
of triumph and victory!
- Woo hoo!
- [Steve] We're doing this!
- [David] 11:90.
(guitar strums)
- [David] I'm going to fire the car up,
and then Steve will open the nitrous bottle,
and the reason why we open the nitrous bottle
with the engine running is so we can check
to see if the nitrous solenoid is leaking.
'Cause if it is, when the nitrous starts to hit
we'll hear the RPM start to increase,
and I can get the thing shut off and make sure to
pump all of the nitrous out of it.
(guitar rock)
Okay, finally!
Looking forward to this.
(guitar rock)
(engine revs)
Here we go!
- [Steve] Okay this is going to be it,
it's going to be our first run on nitrous,
it's 150 horsepower shot.
Freiburger's pulling the car up right now to stage,
and we'll see what it'll do.
(engine revs)