GUYS,

I'VE BEEN ASKED TO OFFER HELP AND
INFORMATION BY ONE OF THE OTHER
FORUM MEMBERS MARK WHALEN.

FIRST, YOU CAN CONTACT ME @
VENOMGREG@YAHOO.COM WITH ANY QUESTIONS
ABOUT THE USE OF NITROUS (REGARDLESS
OF BRAND, I PROVIDE FACTUAL HELP, NOT
SALES HYPE OR SCARE TACTICS).

MARK WHALEN WAS THE FIRST (AND AS FAR AS
I KNOW) ONLY ONE OF TWO SVT'S WITH
VENOM'S VCN2000 NITROUS SYSTEM.
THE RESULTS SPEAK FOR THEMSELVES AS
BOTH THAT I KNOW OF ARE PLEASED WITH
THE GAINS THEY'VE ACHEIVED AND ALSO
THE CONVIENIENT OPERATION AND USE OF
THE SYSTEM.

I'M NOT HERE TO "PIMP" MY LINE, I'M
HERE TO ADVISE ALL INTERESTED IN THE
GENERAL RULES OF USING NITROUS.

I'M GOING TO COVER WHICH TYPE SYSTEMS
OR USED FOR RESPECTIVE APPLICATIONS
TO HELP DISPEL ANY MISINFORMATION.

THERE ARE TWO BASIC "TYPES" OF NITROUS
SYSTEM. ONE BEING "WET", THE OTHER "DRY".

"WET" REFERS TO A SYSTEM USING A
DISTRIBUTION DEVICE (COMMONLY CALLED
THE NOZZLE, OR FROM THE N.O.S. BRAND
"FOGGER NOZZLE") THAT USES THE ENERGY
OF THE EXPANDING NITROUS TO ALSO PULL
FUEL THROUGH THE NOZZLE AND ATOMIZE
IT AS THE NITROUS EXPANDS INTO THE
INTAKE TRACT. THERE ARE REALLY ONLY
A COUPLE OF APPLICATIONS WET SYSTEMS
ARE APPROPRIATE FOR. THE FIRST BEING
CARBURETTED V-8 OR V-6 ENGINES USING
A "PLATE" TYPE DEVICE BENEATH THE
CARBURETOR. THE SECOND BEING DIRECT
PORT INTO EACH INTAKE RUNNER TO ENSURE
CONSISTENT MIXTURE DELIVERY TO EACH
CYLINDER. DIRECT PORT SYSTEMS ARE
COMPICATED, BULKY, REQUIRE TUNING BEFORE
IT'S READY TO RACE, AND REALLY ARE
MEANT FOR PURE RACING APPLICATIONS
DEALING WITH 80+ HP ON 4CYL'S, 150+
ON V-6, AND 175+ ON V-8 APPLCATIONS.
SOME COMPANIES OFFER A SINGLE NOZZLE
WET SYSTEM FOR USE WITH LATE MODEL
FUEL INJECTED APPLICATIONS WHICH IS
VERY RISKY AS THERE IS NO ASSURANCE
OF EVEN FUEL DISPERTION TO EACH
CYLINDER, HOWEVER A SINGLE NOZZLE "WET"
SYSTEM CAN WORK OK ON TURBO OR
SUPERCHARGED ENGINES IF KEPT AT 80HP
OR LOWER. SUPERCHARGED AND TURBO ENGINES
CAN ALSO USE DIRECT PORT BUT IT'S
TRICKY TO TUNE DUE TO BOOST CHANGING
THE FUEL PRESSURE CONSTANTLY.

"DRY" SYSTEMS WERE SPECIFICALLY DESIGNED
TO MAKE IT SAFER, EASIER TO INSTALL,
EASIER TO TUNE, ON FUEL INJECTED ENGINES.
"DRY" SYSTEMS CAN BE DONE AS DIRECT
PORT (FOLOWING THE SAME GUIDE LINES
MENTIONED WITH THE DIRECT PORT WET
SYSTEMS) OR AS A SINGLE NOZZLE.
TO CLEAR UP ANY CONFUSION AS TO WHY
A DRY SYSTEM IS BETTER (ON FUEL INJECTED
ANGINES), THINK OF HOW THE MANIFOLD
ON A FUEL INJECTED ENGINE IS DESIGNED.
THE PURPOSE OF THE MANIFOLD IS TO
OPTIMIZE THE AIRFLOW TO MAXIMIZE
CYLINDER FILLING ABILITY OR THE AIR STREAM.
MANIFOLDS FOR DIRECT PORT INJECTION
ENGINES WILL NOT ALLOW ATOMIZED FUEL TO
REACH EACH CYLINDER IN AN EVEN FASHION.
(THAT'S NOT MY OPINION, IT'S A FACT)
"DRY" SYSTEMS (FOR STREET CARS) USE A
SINGLE NOZZLE TO RELEASE NITROUS INTO
THE INTAKE TRACT UPSTREAM OF THE THROTTLE
TO ENSURE COMPLETE EXPANSION PRIOR TO
ENTERING THE MAIN PLENUM. THE FUEL
INJECTORS ARE USED TO DELIVER THE FUEL.
ON DIRECT PORT RACING SYSTEMS, THE
ENGINE MANAGEMENT SYSTEMS USED TO RUN
THE ENGINE ARE PROGRAMMED TO DELIVER
THE PROPER FUEL VOLUME WHEN TRIGGERED
BY THE NITROUS SYSTEM ACTIVATING. ON
STREET CARS, THIS ISN'T POSSIBLE (WITH
THE FACTORY COMPUTER). THE TREND HAD
BEEN TO USE A DEVICE TO RAISE FUEL
PRESSURE AT THE RAIL TO CAUSE THE
INJECTORS TO DUMP MORE FUEL, IT WORKS
OK BUT STILL LEAVES ALOT TO BE DESIRED.
IT ISN'T EASY TO CHANGE THE TUNE UP AND
KEEP IT RIGHT. ALSO (WHAT THEY DON'T
TELL YOU) RAISING THE FUEL PRESSURE
REDUCES YOUR FUEL PUMPS OUTPUT VOLUME,
WHICH IS BAD WHEN YOU NEED MORE FUEL.
ALSO, EXTRA PRESSURE CASUES ACCELERATED
INJECTOR WEAR AS THE INJECTOR HAS TO
WORK HARDER TO OPEN. TO COMPENSATE
FOR THIS, THE OTHER COMPANIES ADVISE
TO SPEND MORE MONEY (AFTER YOU'VE BOUGHT
THE SYSTEM ASSUMING IT COMES WITH ALL
YOU'LL NEED) ON HI VOLUME FUEL PUMPS
OR "BIGGER" INJECTORS. WHAT HAS BEEN
NEEDED IS SOME TYPE OF TRUE ELECTRONIC
MANAGEMENT FOR THE FUEL SYSTEM WHEN
USING NITROUS. OUR ENGINEER HAS INDEED
DO JUST THIS. BOTH OF THE SYSTEMS OFFERED
BY VENOM HAVE THE DISTINCT ADVANTAGE
OF A COMPUTER DESIGNED TO MANAGE THE
VEHICLE EXISTING FUEL INJECTORS TO A
HIGHER RATE OF FLOW BY ADDING "PULSE
WIDTH" OVER AND AVOBE THE STOCK ECU.
ADDITIONALLY, THE SYSTEMS KNOW WHAT
"LEAN" IS AND SHUT DOWN WELL BEFORE
THE ENGINE WOULD SEE A FUEL RATIO
SO LEAN IT MIGHT CASUE A BACKFIRE
OR "BURN" PARTS IN THE CYLINDER(S)
DUE TO EXCESSIVE COMBUSTION TEMPS
IN COMBINATION WITH AN OVERABUNDANCE
OF OXYGEN.

I KNOW THIS IS A BIT LONG, SO I'LL
WRAP FOR NOW, AND AGAIN ANY QUESTIONS
YOU HAVE EITHER VENOM OR OTHERWISE
DON'T HESITATE TO MAIL ME

(VENOMGREG@YAHOO.COM)

THANKS FOR YOUR INTEREST.
VENOM GREG..

VENOM RACING, OF, BY, AND FOR AMERICANS