The Zex kit for the SRT8 with the small box that houses the "brain" and the solenoids as i understand it are good for 125shot. I have tried the 150 jets and saw no gain at the track over the 125 and the dyno showed a meager 10hp gain and no gain of torque. There kit is only supplied with a 125 shot as well. It may support more but I yet to see it and wont try it with the stock block.
Good info Sarge, so you saying even if the Jeep can stand the 150 or 175 shot your not really going to get the full amount, bummer especially if you did not know that. I wonder if CobraKid was getting the full amount on his 175 shot. See you guys rock:good:
Was he using the Zex kit?? I just know that at the track....no difference 125 vs 150 and on the dyno it was like 10hp and i didnt want to toss a rod or piston.....I dont have the heart to grenade this motor.
it is a hybrid system.......ie thrown together with various parts. haha I am using a Nitrous Outlet plate now......and powershot solenoids......so I am absolutely maxxed at about 175... regardless of what some people may think I am spraying. I do plan to install the cheater solenoids and hit it with a 200, sometime before the temps hit 70*s. I will keep the boards posted.
Plate is good to over 250, my solenoids are good to 400 and powrplant somewhere in between. If I dont mob back out, I too plan on hitting it with a progressive 250 shot.
The Zex kit will EASILY handle 175 HP shot. I ran it that way all last fall. Over the winter I upped the ante and added more solenoids and triple-staged the whole deal. Here's my dyno (top line) when running the 175HP shot through the Zex (.062 nitrous jet): No fuel boost-a-pump was used. However - for the new set-up I have installed a boost-a-pump. That's clearly more than a 10hp improvement over the 125 HP shot. OH - BTW: That's on a stock longblock. Stock rods, pistons, crank, heads, cam, and intake. You're looking at headers and catback, ZEX, and Diablosport tuning by me (not CMR). Nothing else.
Wow Impressive ETs and MPH, Im also shocked to see the differences in drivetrain loss between LX and Jeep.
What most people just don't think about, is that nitrous solenoids don't throttle. They're open or closed. So think about the amount of extra fuel and nitrous PER CYCLE. A "100HP shot" is really a misnomer. At 3,000 rpm, a given fuel and nitrous jet size delivers HALF the nitrous and gas per cycle as it does at 6,000 rpm. So you see a spike the instant the nitrous hits, which then drops off because of the inverse relationship between rpm and nitrous deliverd PER cycle.
One thought would be the less duration on his cam the more torque you have, but the less horsepower you'll have, less rpms. OR Horsepower is a mathamatical equasion using the physical mesuruement of power that a motor produces, that physical mesurement is torque ( torque*rpm (rpm that that particular torque number is found)/5252=hp) This is why diesels make very low hp, because even though they make twice the torque of the gas motor (for arguments sake) it makes it at less than half of the rpm, so the math works out to less hp. There are three points. First, nitrous oxide is comprised of 2 parts nitrogen and one part oxygen (36% oxygen by weight). When the nitrous oxide is heated to approximately 572oF (on compression stroke), it breaks down and release extra oxygen, However, it is not this oxygen alone which creates additional power, but the ability of this oxygen to burn more fuel. By burning more fuel, higher cylinder pressures are created and this is where most of the additional power is realized. Secondly, as pressurized nitrous oxide is injected into the intake manifold, it changes from a liquid to a gas (boils). This boiling affect reduces the temperature of the nitrous to a minus .127 Degrees F. This "cooling affect" in turn significantly reduces intake charge temperatures by approximately 60-75 Degrees F. This also helps create additional power. A general rule of thumb: For every 10 Degrees F. reduction in intake charge temperature, a 1% increase in power will be realized. Example: A 350 HP engine with an intake temperature drop of 70 Degrees F, would gain approximately 25 HP on the cooling affect alone. The third point, the nitrogen that was also released during the compression stroke performs an important role. Nitrogen acts to "buff or dampen" the increased cylinder pressures leading to a controlled combustion process.
Well - at least your explanation was a great understanding of how exactly nitrous works in general. Props for that! :rockon:
I ask this in a question and not in a arguementive manor. The amount of N20 remains constant, 100HP thruout the entire curve right ? You are injecting enough fuel and air to produce 100HP, it doesnt matter what RPM you insert this air/fuel in its 100HP. The same can be said for boost, if you have a blower pumping out a constant X psi and X psi equals 100HP. Your going to have a constant 100HP thruout the curve, right ? If what you guys are saying is true, 100HP shot would be different on a 1.8liter Honda vs 6.1 liter Jeep. Look guys Im more of a mechanic than I am engineer, I just dont understand what you have both said.
Sorry - didn't see your question. The best way I can explain it, is that the whole "100 HP shot" thing is kind of a misnomer. The 100HP shot would have the same additional effectin a small Honda as it does on our 6.1L engines. ALthough in terms of percentage, the extra effect on the Honda would be huge. Look at my torque curve. It drops like crazy as rpm goes up, because of the effect I described with constant nitrous flow yielding progressively less increase in power as RPM's go up. Look at the HP curve. As rpm goes up, the HP doesn't really go up, because so much of the power is the fixed amount of fuel flow that is NOT increasing with RPM.
I'm not sure what charts you guys are using, but a .062 jet is not a 175 shot. It's closer to a 140-150 shot. A 175 shot is closer to a .073-.075" jet. This is why you're only seeing 110 rwhp gains with the .062" jet.
