2000 hp Capable REVO Nitrous Install...or 3 Days in Doncaster :)
06-21-2010, 04:18 PM
#1
Three Wheelin'
Thread Starter
Join Date: Jun 2005
Location: Bournemouth, Dorset, UK.
Posts: 1,741
Likes: 0
Received 1 Like
on
1 Post
2000 hp Capable REVO Nitrous Install...or 3 Days in Doncaster :)
Hi All 
I will be putting up all the pictures of my extremely enjoyable days in Doncaster (Thanks to Trev, Janet, Ant ,Dave and Ade) at Wizards of Nos.
This was to install my new Revo Nitrous system which will eventually be capable of adding up to 2000 hp....
I would like to keep this thread non controversial so technical questions only please
All the best Brett
Nylon pipe PRE REVO INSTALL
Braided A/N Pipe to allow increased flow....for REVOS
Partially stripped down....
Underside of legs to show the new 8 Venom injectors ( total top and bottom of legs now 16)
Mostly reassembled and Pulsoids stripped ready for new X10`s
8 x X10`s being installed either side of the V8
REVOS INSTALLED on Primary Progressive system
REVO Control box installed on centre front ally plate.....
All installed...
Bottles from rear...2 x 15 lb
Maxx Extreme Race with latest software and REVO upgrade.
Finally my HUGE thanks to all at .......
All the best Brett
I will be putting up all the pictures of my extremely enjoyable days in Doncaster (Thanks to Trev, Janet, Ant ,Dave and Ade) at Wizards of Nos.
This was to install my new Revo Nitrous system which will eventually be capable of adding up to 2000 hp....
I would like to keep this thread non controversial so technical questions only please
All the best Brett
Nylon pipe PRE REVO INSTALL
Braided A/N Pipe to allow increased flow....for REVOS
Partially stripped down....
Underside of legs to show the new 8 Venom injectors ( total top and bottom of legs now 16)
Mostly reassembled and Pulsoids stripped ready for new X10`s
8 x X10`s being installed either side of the V8
REVOS INSTALLED on Primary Progressive system
REVO Control box installed on centre front ally plate.....
All installed...
Bottles from rear...2 x 15 lb
Maxx Extreme Race with latest software and REVO upgrade.
Finally my HUGE thanks to all at .......
All the best Brett
06-21-2010, 05:37 PM
#3
Serious amount of hardware there. Looks damn cool.
06-21-2010, 05:56 PM
#5
Three Wheelin'
06-21-2010, 06:06 PM
#7
Three Wheelin'
Thread Starter
Join Date: Jun 2005
Location: Bournemouth, Dorset, UK.
Posts: 1,741
Likes: 0
Received 1 Like
on
1 Post
Hi Sterling
It has already been flow tested up to 1000 hp (fuel), but at the moment I am taking tiny steps to increase power a little at a time....starting at 200 then going up 100 at a time, assuming all goes well....
This is the FIRST street car in the world with a REVO system, so I have to be extremely careful...
All the best Brett
Trending Topics
06-21-2010, 06:08 PM
#8
Three Wheelin'
Thread Starter
Join Date: Jun 2005
Location: Bournemouth, Dorset, UK.
Posts: 1,741
Likes: 0
Received 1 Like
on
1 Post
My engine has done 147,000 roughly so hardly run in...lol, so my head gaskets are only 24 years old
Not a knock sensor as such but the Maxx Extreme Race (controller) has an input from my UEGO wideband so if it goes lean it cuts the system...
All the best Brett
06-21-2010, 06:46 PM
#11
Chronic Tool Dropper
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Brett--
We discussed in the past the liquid injected right at the intake port, as a way to 'fool' the physics and get both NOs and fuel+air to flow into the chamber. In your pictures it looks like you are adding something (more NOs?) into the runners upstream. Will that be vapor by the time it gets to the end of the runner? If so, how do you plan to keep the mixture flowing toward the pistons and not backwards and out the MAF?
It looks like you will have a challenge getting the MAF to measure airflow with the NOs flow reversion. Is there a separate fuel metering system that ignores the MAF or at least discounts it under high NOs flow?
It will be interesting to see if the engine makes more power with the throttle closed, so the expanding NOs pressurizes the intake. Residual heat from previous combustion will flash the liquid NOS+fuel only after it all goes into the chamber? Have you done any combustion modeling to see if you will have enough heat in the short amount of exposure time to keep it all as vapor?
From the sizes of and quantity of plumbing lines and fittings, the top end looks like it's almost hydraulic.
We discussed in the past the liquid injected right at the intake port, as a way to 'fool' the physics and get both NOs and fuel+air to flow into the chamber. In your pictures it looks like you are adding something (more NOs?) into the runners upstream. Will that be vapor by the time it gets to the end of the runner? If so, how do you plan to keep the mixture flowing toward the pistons and not backwards and out the MAF?
It looks like you will have a challenge getting the MAF to measure airflow with the NOs flow reversion. Is there a separate fuel metering system that ignores the MAF or at least discounts it under high NOs flow?
It will be interesting to see if the engine makes more power with the throttle closed, so the expanding NOs pressurizes the intake. Residual heat from previous combustion will flash the liquid NOS+fuel only after it all goes into the chamber? Have you done any combustion modeling to see if you will have enough heat in the short amount of exposure time to keep it all as vapor?
From the sizes of and quantity of plumbing lines and fittings, the top end looks like it's almost hydraulic.
06-21-2010, 07:09 PM
#12
Three Wheelin'
Thread Starter
Join Date: Jun 2005
Location: Bournemouth, Dorset, UK.
Posts: 1,741
Likes: 0
Received 1 Like
on
1 Post
Brett--
We discussed in the past the liquid injected right at the intake port, as a way to 'fool' the physics and get both NOs and fuel+air to flow into the chamber. In your pictures it looks like you are adding something (more NOs?) into the runners upstream. Will that be vapor by the time it gets to the end of the runner? If so, how do you plan to keep the mixture flowing toward the pistons and not backwards and out the MAF?
It looks like you will have a challenge getting the MAF to measure airflow with the NOs flow reversion. Is there a separate fuel metering system that ignores the MAF or at least discounts it under high NOs flow?
It will be interesting to see if the engine makes more power with the throttle closed, so the expanding NOs pressurizes the intake. Residual heat from previous combustion will flash the liquid NOS+fuel only after it all goes into the chamber? Have you done any combustion modeling to see if you will have enough heat in the short amount of exposure time to keep it all as vapor?
From the sizes of and quantity of plumbing lines and fittings, the top end looks like it's almost hydraulic.
We discussed in the past the liquid injected right at the intake port, as a way to 'fool' the physics and get both NOs and fuel+air to flow into the chamber. In your pictures it looks like you are adding something (more NOs?) into the runners upstream. Will that be vapor by the time it gets to the end of the runner? If so, how do you plan to keep the mixture flowing toward the pistons and not backwards and out the MAF?
It looks like you will have a challenge getting the MAF to measure airflow with the NOs flow reversion. Is there a separate fuel metering system that ignores the MAF or at least discounts it under high NOs flow?
It will be interesting to see if the engine makes more power with the throttle closed, so the expanding NOs pressurizes the intake. Residual heat from previous combustion will flash the liquid NOS+fuel only after it all goes into the chamber? Have you done any combustion modeling to see if you will have enough heat in the short amount of exposure time to keep it all as vapor?
From the sizes of and quantity of plumbing lines and fittings, the top end looks like it's almost hydraulic.
You have some very good points but the system overcomes things like reversion...
Although I put lots of pictures of the install, if you look carefully you will ONLY see fuel injectors (Venoms) ..16 of them , top and bottom of the legs...
What you can NOT see is the Nitrous injection...which is deliberate as the Pro Race system is still fairly secret....
I can describe it though, at least roughly....it consists of some stainless/brass pipes drilled through the plenum from the underside and going straight across the interior of the plenum into the OPPOSITE side spider legs...
So if for example you sliced the plenum halfway down on the horizontal plane you would see 8 pipes going from opposite sides with some rather fancy ends, so the Nitrous when it is started by the controller...STARTS in the plenum legs directly...well past the MAF etc...
All the best Brett
06-21-2010, 07:58 PM
#13
Chronic Tool Dropper
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Brett:
Planning some dyno tuning time before it hits the streets? I'm trying to imagine how the tires will manage even 800HP, much less 2000+. Given a hard enough torque spike early, everything will just spin and smoke. Since it takes a lot less than 800HP to spin and smoke, the fun starts when it finally 'hooks up'. Then on to discover the next weakest spot in the driveline.
The plumbing all looks cool. Lots of things work well in theory or on the test stand. But the dyno is the real demonstration opportunity. You'll get some good numbers to talk about, even if they don't translate well to car performance because of other limitations like tires.
I think we are all looking forward to seeing the outcome. Keep up the good work, and post plenty of pics and stats.
Planning some dyno tuning time before it hits the streets? I'm trying to imagine how the tires will manage even 800HP, much less 2000+. Given a hard enough torque spike early, everything will just spin and smoke. Since it takes a lot less than 800HP to spin and smoke, the fun starts when it finally 'hooks up'. Then on to discover the next weakest spot in the driveline.
The plumbing all looks cool. Lots of things work well in theory or on the test stand. But the dyno is the real demonstration opportunity. You'll get some good numbers to talk about, even if they don't translate well to car performance because of other limitations like tires.
I think we are all looking forward to seeing the outcome. Keep up the good work, and post plenty of pics and stats.
06-21-2010, 08:04 PM
#14
Three Wheelin'
Thread Starter
Join Date: Jun 2005
Location: Bournemouth, Dorset, UK.
Posts: 1,741
Likes: 0
Received 1 Like
on
1 Post
Brett:
Planning some dyno tuning time before it hits the streets? I'm trying to imagine how the tires will manage even 800HP, much less 2000+. Given a hard enough torque spike early, everything will just spin and smoke. Since it takes a lot less than 800HP to spin and smoke, the fun starts when it finally 'hooks up'. Then on to discover the next weakest spot in the driveline.
The plumbing all looks cool. Lots of things work well in theory or on the test stand. But the dyno is the real demonstration opportunity. You'll get some good numbers to talk about, even if they don't translate well to car performance because of other limitations like tires.
I think we are all looking forward to seeing the outcome. Keep up the good work, and post plenty of pics and stats.
Planning some dyno tuning time before it hits the streets? I'm trying to imagine how the tires will manage even 800HP, much less 2000+. Given a hard enough torque spike early, everything will just spin and smoke. Since it takes a lot less than 800HP to spin and smoke, the fun starts when it finally 'hooks up'. Then on to discover the next weakest spot in the driveline.
The plumbing all looks cool. Lots of things work well in theory or on the test stand. But the dyno is the real demonstration opportunity. You'll get some good numbers to talk about, even if they don't translate well to car performance because of other limitations like tires.
I think we are all looking forward to seeing the outcome. Keep up the good work, and post plenty of pics and stats.
Its already on the streets lol...(daily driver)
I am taking seriously tiny steps to increase the power.....once I am satisfied, probably my first test will be to take the UK 1/4 Mile record for 928s.
Although my car is designed for something totally different (top speed), I have had so much hassle about what I have done, I have decided to run the 1/4 to shut them all up....
The current record is held by Adrian Clarke (a nice guy who races 928s) at 13.9 with a Supercharged 5.4 GTS.... so I figure if my old 4.7 S2 can beat his time, It will prove my point... then I can get on with my other aims...
All the best Brett
06-21-2010, 09:08 PM
#15
Burning Brakes
Join Date: Jun 2008
Location: NY
Posts: 909
Likes: 0
Received 0 Likes
on
0 Posts
Brett,
Would be interesting if you could get some 1/4 mile runs when you are adding 100hp increments.
Make a run then later update with another 100hp then make another run etc.
Do you have any setup that will ad more nitrous after the car is further out off the line?
Adrians car runs 13.39 as listed on dragtimes.com
http://www.dragtimes.com/Porsche-928-Timeslip-8727.html
as a stock GTS should be a 13.7 1/4 mile car depending on driver,driver weight etc.
Anyone else who has run their car in the 1/8th or 1/4 if you get a chance list it with the other 928's on dragtimes.com
http://www.dragtimes.com/add2.php?ca...9&carmodel=606
http://www.dragtimes.com/compare2.ph...ame=Compare%21
I think there may be a couple of 928's that are supercharged in the 11's for 1/4mile and that is most likely with some traction problems.
Would be interesting if you could get some 1/4 mile runs when you are adding 100hp increments.
Make a run then later update with another 100hp then make another run etc.
Do you have any setup that will ad more nitrous after the car is further out off the line?
Adrians car runs 13.39 as listed on dragtimes.com
http://www.dragtimes.com/Porsche-928-Timeslip-8727.html
as a stock GTS should be a 13.7 1/4 mile car depending on driver,driver weight etc.
Anyone else who has run their car in the 1/8th or 1/4 if you get a chance list it with the other 928's on dragtimes.com
http://www.dragtimes.com/add2.php?ca...9&carmodel=606
http://www.dragtimes.com/compare2.ph...ame=Compare%21
I think there may be a couple of 928's that are supercharged in the 11's for 1/4mile and that is most likely with some traction problems.
