There comes a point inside your energy buildup exactly where you may possibly take into consideration adding nitrous oxide injection to your supercharged car. This point normally coincides with reaching a degree of performance that implies elevated investment and diminishing returns from your supercharger. This supercharger is limited to about 230hp worth of flow rating and so regardless of what I do with bolt-on upgrades on my engine, my peak horsepower won’t exceed 230hp limit due to the fact that is the point at which the supercharger becomes the bottle neck in my system.
As we’ve talked about in prior articles there’s nonetheless the option of porting the factory supercharger for a 10 to 15% achieve in capacity (which in this case would be another 23 to 35 horsepower). There is also the option of retrofitting a bigger supercharger such because the Eaton M62 to achieve possible up to over 300hp depending on the final choice of a supercharger.
This modification path (porting or replacing the factory supercharger) can prove to be complicated and costly, specially if the supercharger is integrated into the intake manifold (and possibly an air to water intercooler) because the case is with several factory supercharged cars.
The reason why nitrous oxide (N2O) becomes an awesome power adder is twofold:
1- Nitrous is inexpensive as far as horsepower per dollar goes, and particularly inside the scenarios exactly where we’re already supercharged and so will only be making use of it on the uncommon occasions when we do hit the track.
2- Nitrous oxide is an awesome ‘chiller’ because it comes out of the bottle at a temperature of negative 127*F and is capable of cooling the overall supercharged air charge mixture by over 100*F as reported by enthusiasts, this is an additional temperature reduction over the effects of whatever intercooler you might have fitted. This in-fact makes nitrous a great proposition for vehicles which have already maxed out their superchargers, where the supercharger is running at peak rpms and producing incredibly high outlet temperatures. The nitrous oxide injection can effectively enhance the thermal efficiency of the supercharger when it’s most stressed out and give us a nice, cool, and dense mixture.
3- Nitrous oxide fuel delivery is relatively straight forward to setup and to tune, especially on newer model cars with return-les fuel systems, or tricky to crack computers that make it challenging to upgrade (and properly tune) a considerably larger supercharger setup. Nitrous oxide fuel delivery could be set-up entirely independently from the OEM ECU and fuel method and therefore makes nitrous a doable application for German vehicles with stubborn computers.
4- This is usually a racer technique… most cars seem to perform better in the course of the winter months since the air is cooler, horsepower is elevated, plus the tracks although cold, could be ready for traction and will heat up enough in the course of the evening to let for traction and to give folks the ability to exploit the cold dense air to post their finest instances of the year. As the climate gets warmer, traction increases since the asphalt is warm and sticky, but horsepower is decreased on account of warmer, much less dense air.
The resolution to on-track consistency, racers have found, is to combine the use of nitrous oxide (which is summer time friendly) with forced induction (superchargers and turbochargers) which are winter friendly. This makes it doable for for a generous nitrous flow rate under the sustained pressure (even devoid of a bottle heater) which offers great summer performance for nitrous assisted cars.
When you combine these two power adders you get pretty flat and consistent horsepower production year round simply because the supercharger shines when the nitrous is weak, plus the nitrous shines when the supercharger is weak, and thus together, they give constant power deliver year round.
This means that extra timing retard, good octane fuel, and possibly colder spark plugs will likely be needed to run spray on a supercharged car. Furthermore, mainly because of its cooling effect, a 100hp shot on a supercharged Camaro can incredibly easily put down OVER 120 rear wheel horsepower of additional power. This implies that the ‘out of the box’ jetting of a nitrous kit may well not be adequate on a supercharged automobile and you’d need to make certain to monitor and possibly raise the fuel jetting to match the final horsepower figure of your car). Final but not least, if you’re running a 500hp supercharged auto with an further 120hp of nitrous oxide injection, then you have to ensure that your fuel delivery (fuel pump and fuel lines) are able to flow the total amount of fuel essential to deliver 620hp.
R170 platform of SLK compressor initial came in 1997 for the model year 1998 and competed with BMW Z3. It was a class apart with its folding hardtop. It’s added weight although marred its efficiency of 193 hp 2.3 L charged I4 engine and automatic transmission. The SLK featured in Car and Drivers Ten greatest list for a extended time in 1997. All the SLK’s have been not build in Bremen, Germany, the SLK 320 were develop in South Africa and Mexico.Mercedes Benz SLK 230 came in 1998 with a convertible hardtop. It was the first contemporary car which combined the structural modifications to encompass the climate resistance positive aspects which comes with a hardtop and a wow factor of superior looking two seats convertible.
Applications scenarios:
Though the German name would make a rough engine like Kompressor worth it even using the looks that are truly cool. Mercedes expanded the SLK line up to add the SLK320 which was driven by 3.2 liter V6 engine which had been taken straight from the C class. The sports character was totally justified in 2002, when the SLK32 AMG joined the fray, with its V6 engine and output of 349 horsepower. The six cylinder engine was far more smooth and effective and it was also not too harsh on fuel economy.
1- You have a car like mine, a 2005 C230 kompressor that comes with a 230hp limited Eaton MP45. With this type of setup all types of dry nitrous injection are out of the question due to the fact we can neither compensate for fuel through flashing the factory ECU, nor can we elevate fuel pressure in the course of the nitrous injection because the fuel pressure regulator is in-accessible….
Recommended kit:
After the supercharger, after the intercooler, and into the intake manifold of the car.
Maximum suggested injection:
25% of the original total energy figure which corresponds to around a 50 hp shot of nitrous on our example.
Expected final horsepower:
60 to 65 wheel horsepower and doable about 130 ft-lbs of further torque!
2- You have a car that has an accessible fuel pressure regulator, or an ECU that is often re-flashed for nitrous oxide or a ‘dual tune’ setup.
Second: Dry nitrous injection contains no fuel, and so we do not have to have to worry about fuel falling out of suspension from the injected air. This means that we no longer have to spray the nitrous proper before the intake manifold and we now have the choice to move the point of injection substantially farther back. Spraying nitrous BEFORE the intercooler, suitable following the supercharger offers the nitrous stream extra time and extra contact with the compressed air coming out of the supercharger which outcomes in additional cooling and additional elevated horsepower.
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