I just want to get something right... The nitrous potential for a given box/programmer/stack is vaguely related to the amount of smoke right?

The bastard stack (Quad 215/HJAT) seems to smoke more than the Quad alone or the TTS Extreme. Never seen how much the Hot XCel smokes. Does that mean that the nitrous potential of the stack is greater than the single box?

Thanks for the guiding light

Yep, got it right on the money!! more smoke= more nitrous, more nitrous= more power

Thanks...

Do we know what's the smokiest setup short of modified injectors?

I duno if smoke = how much N2O you can spray and go fast??? It might or it might not. If that were the case look at the LLY's, they seem to smoke more IMO compared to a simmilar HP LB7 but it dosnt seem like they cut more off thier times than lb7's......I duno though. Al I know is what I run on N2O and no one has shown me time slips to make me think "boy I ought to run X" ;) I'm Xtremely pleased with my programing. TTS has enough fuel to give me an 11 second plow truck anywho

I duno if smoke = how much N2O you can spray and go fast??? It might or it might not. If that were the case look at the LLY's, they seem to smoke more IMO compared to a simmilar HP LB7 but it dosnt seem like they cut more off thier times than lb7's......I duno though. Al I know is what I run on N2O and no one has shown me time slips to make me think "boy I ought to run X" ;) I'm Xtremely pleased with my programing. TTS has enough fuel to give me an 11 second plow truck anywho

I'm with Phil, I think my Extreme does a fine job of making plenty of power with stock injectors. Look at my sig for some good examples.

Although I can't say that I agree with the Nitrous part, I personally have not seen an LLY put out as much smoke as a LB7 and not trip a 1093. And if you think about the dynamics of how the nitrous works and what it does then the logical conclusion would indeed show you that the more black smoke (unburnt fuel) you have then the more nitrous (Oxidizer) you can add before you put the fire out, thus enabling you to make more power. And we all know that the more smoke you have to clean up means more power you can add with nitrous.

Further more I think that comparing smoke and power levels between two different motors and how much nitrous you can add between the two to make similar amounts of power with the nitrous is like comparing apples to grapes. If you wanna do a real world test then compare the LLY's to the LLY's and the LB7's to the LB7's, I think you'll find that the more smoke you have=the more N2O you can add, and adding more N2O to clean up more smoke=more power.

Cheers, Wade

I agree with all the above. I dont think I explained myself though. I just remember seeing 90 or 125 hp llys and how much they smoked compared to my 90 or 125 hp lb7. apples to grapes :exactly: I also think its not apples to apples even same motors, I have seen trucks that are pretty simmilar even in progaming smoke different amounts:confused:

One would assume more smoke = more power to be made off n2o but all programs are limited off of the same cp3 and available rail pressure. Some programs bring in the fuel quicker witch I think is were some of the smoke comes from but I'm traction limited as to how early I can spray anywho. Could timing ect play a part with what likes N2O and what smokes what way???

An interesting disscusion though.....

No one has really given any feed back on the quad "N2O" tune. wonder how it does???

Would someone venture to say if a Bastard Stack smoke more than a TTS even if it put out a few less HPs without nitrous?

Down low(say before 2k) I believe it smokes more, after that I duno?

You got the quad juice. Run that, tweak and tune on it and see were it gets you.

Gonna do just that this week... installing the nitrous tuesday or friday:ro) Got lotsa jets from .040 to .110. I fear for my tranny at some point so I don't think I'm going to clean it up entirely.

Remember that when you start running BIG jets that they might not be your restriction anymore. ;) Just something else to keep in mind.

I made sure the noid and the lines were big enough before ordering. However, I don't want to ruin my tranny so I'll stay away from the .100 for now!

In talking with my N.X. tech rep today, the jet or solenoid and line could end up not being the limiting factor. Some nozzles will not flow bigger than a xx size jet. My particular N.X. nozzle will only support up to a .78 jet. My solenoid and line will support way more but the nozzle becomes a restriction. Just some food for thought and something to keep in mind if you keep upping the jet with no gain in power or times. Later Nate:ro)

After doing some research on the above mentioned post, I have found out some good info. The only manufacturer to make a nozzle to flow more than a .93 jet is N.X. They make a SHO nozzle that will support .110 jet. They also make a huge solenoid that will free flow .150 orfice also. I also researched a jetting chart for each jet size for what horsepower it should represent. Here is what I came up with:
Predicted H.P.: Actual WHP:
.063 Jet = 200H.P. 150 H.P.
.073 Jet = 250H.P. 200 H.P.
.093 Jet = 400H.P. 350 H.P.
.110 Jet = 550H.P. 500 H.P.

The orfice size of the different N.X. nozzles are as follows:
Piranha Nozzle:.063
Vortech Nozzle:.073
Shark Nozzle(1/8"):.093
S.H.O. Nozzle:.110

I know the above H.P. ratings probably in most cases do not make that kind of gain with our combos and become less effeciant at those power levels. Hope this helps some on knowing what should equal what and something to look into on a restriction on some of the current systems available. Talk to ya later Nate:ro)

Great post nate, never thought about the nozzle. I'm not in that jet size yet, but good to know.

My nozzles flow much more than the solenoid or line or bottle valve will flow. This is why I sell the SD kits. I have already done the reaserch, testing and modifying need for a good kit. Those jet sizes will not create the HP you think they will. I did all the experiments last year to find out what HP we could get with what program, the amout of fuel and extra fuel introduced would give with a givin jet size. I use 550hp solenoids but that dosn't mean thats is what you will see out of a diesel. It is limited to the amount of fuel available to burn. No one has topled my 795hp from last year yet. And it wasn't done. Thay shut it off early because they thought there was a problem. Then I backed it up on a totally different dyno and less charge going in to the tune of 781hp. Most here probably remember the controversy. I did this on 2 compleatly different motors as well. This was also done on a 4D Dooley (4 rear tires) with 2 drive shafts to go through, so some one should have trampled it already with a good SRW SB 2500 by now. It is available to any one if you have big enough brass ones.

My next move will be to the big .150 orfice solenoid with a -4 line to the fitting in the silicone hose. Then whatever jet that is used will be used as a jet to tune from. I know the jetting chart for each size is going to be off for our trucks b/c of fueling, that is why I posted that afterword. Just thought it would be helpfull to kinda know what each size was supposed to represent. I think the more volume the total system has the more power it will make no matter what the jet size. I have seen a high flow bottle valve versus a standard valve dyno comparison in person and you would not believe the gain just from a valve. It is all about a total package, and no doubt sd you have done a great job with your kits and tuning. :grd: R&D isn't cheap but that is where the hp is found. TTL Nate:ro)