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in the dry kit (5175) if you numericly lower the size of the fuel jet(smaller hole) that would make more fuel pressure and in turn get more fuel right? don't know much about the jets accept if the nitrous one is bigger than you get more nitrous, any comments welcome whether i'm right or wrong.
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Xnenon headlight conversion<br />k&n cold air induction<br />85 shot of nitrous (NOS)<br />255 lph walbro fuel pump<br />80 series flowmaster<br />z rated 255/50\'s<br />misc. auto meter tach and a-pillar -
Right. The fuel jet (bypass jet) doesn't actually flow fuel, it just lets off some of the regulated nitrous pressure that is sent to the vacuum port of the fpr.
So a smaller bypass jet will bleed off less pressure (applying more pressure) to the vacuum port of the fpr.
It's only good up to a point. Beyond that, you have to change the flow rating of the blue regulator. The only place I've seen a recommendation on this, said to put a small shim in it... I don't know of anyone who's done it.
And even that is only good up to a point anyway. You can only achieve so much psi with the stock pump, no matter how much pressure you apply to the fpr port.
Besides that, the injectors will only flow reliably up to a certain psi. Some sites go so far as to say that injector flow becomes unpredictable after 60psi.
So you're right, but the amount of adjustment is limited.\'98 A4 Camaro v6->v8 conversion, and STS kit next<br />v6: 13.6 Powerdyne, 13.2 150 shot, 13.8 120 shot, 14.3 85 shot, 15.7 stock<br />v8(na): 12.18@113, 392rwhp<br />Moderator on <a href=\"http://www.mtfba.org\" target=\"_blank\">www.mtfba.org</a> and <a href=\"http://www.frrax.com\" target=\"_blank\">www.frrax.com</a> (Road Race & Autocross)<br /><a href=\"http://community.webshots.com/user/johnduncan10\" target=\"_blank\">Car pics</a>, <a href=\"http://www.trscca.com\" target=\"_blank\">TN Region SCCA</a> -
Sounds correct.
As always there are limitations.
I never had any lean conditions w/ the 85 shot (w/ modified computer and afpr) and the 120 shot (modified computer, afpr, and boost a pump) and I kept the exact same 'fuel' jet
This is all relating to the nos kit 5175 dry kitRace car - gone but not forgotten - 1997 firebird V6
nitrous et & mph: 12.168 & 110.95 mph, n/a 13.746 & 96.38 mph
2013 Dodge Challenger SRT8: 12.125, 116.45
2010 Ford Taurus SHO: no times yetComment
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<blockquote>quote:</font><hr>Originally posted by 12secondv6:
Sounds correct.
As always there are limitations.
I never had any lean conditions w/ the 85 shot (w/ modified computer and afpr) and the 120 shot (modified computer, afpr, and boost a pump) and I kept the exact same 'fuel' jet
This is all relating to the nos kit 5175 dry kit<hr></blockquote>
So you're saying you have kept the same 'fuel' jet not matter what nitrous jet you used? Just curious.<b>Matt</b><br /><a href=\"http://www.cardomain.com/member_pages/view_page.pl?page_id=377225&page=1\" target=\"_blank\">\'96 Camaro Z28 M6</a><br /><a href=\"http://www.cardomain.com/member_pages/view_page.pl?page_id=377225&page=3\" target=\"_blank\">\'96 Camaro M5</a>Comment
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I kept the same 'fuel' jet for the 85 hp and 120 hp dry shot on my nos kit 5175
I did experienc a lean condition at higher rpm's when I went to the 120 shot but I solved it with the kene bell boost a pump at 50%Race car - gone but not forgotten - 1997 firebird V6
nitrous et & mph: 12.168 & 110.95 mph, n/a 13.746 & 96.38 mph
2013 Dodge Challenger SRT8: 12.125, 116.45
2010 Ford Taurus SHO: no times yetComment
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