Wet shot nitrous

[shnormo]

For those people running a huge jet of nitrous on their wet system and doesn't want to run racing fuel through their motor the whole time, you could put premium fuel in the car when you plan to use it and have a separate fuel cell dedicated for the wet shot. Instead of getting the fuel from the vehicle's gas tank, it'll get the nitrous fuel from the spare tank with 110 octane.

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[Chevy4theWin90210]

good call

[proud_sierra_driver]

I am gonna necro post here. But this is what my truck is running.

[silverado_svc_body]

quick question, but what is the difference between wet and dry shot nitrous?

[OnDaGround]

A dry shot of nitrous just means that you are injecting the nitrous and then it mixes with fuel in the chamber. Wet shot means that it is pre-mixed. You are using a seperate pump (or the same) to supply a mixture of fuel and nitrous.

Here is a great post about n2o:

Dry is better for fuel injector models where, wet is more widely used for carburated engines. Direct port is only used in fuel injected models as it generally tees into the fuel injector.

The dry system means that there is no fuel present in the intake manifold. Dry nitrous is applied through from a liquid to a gas form. The N20 is injected right before the intake manifold. Nitrous is mixed with the fuel at the fuel injectors and sent into the cylinder where it will combust. As the fuel mixture must be just right you will have to inject more fuel into the cylinder so it is not too lean. The dry application requires for the adaptation of the fuel delivery system to deliver more fuel. You may either be required to increase the amount of time the injectors are spraying fuel or increasing the amount of pressure required to propel more fuel into the cylinder. Otherwise you will burn too lean and most likely detonate your engine. The dry application is usually used for fuel injected models of cars.

The second form of nitrous induction is the wet nitrous form. This is where a plate system is utilized. The plate is placed under the carburetor or 3-4” in front of the throttle body on a fuel injected model. The system is quite different from a dry type as it mixes the fuel and nitrous together before introducing them to the cylinder for burning. This system is used primarily for engines which use intakes of forced induction or carburetor types. The reason behind this is the intakes of the fuel injected models have different characteristics of composition. The manifolds are generally tighter and smaller to accommodate only an air flow (as the fuel is injected later). Intake manifolds from a carburetor or forced induction engine have larger more encompassing passages and allow for the fuel/ N20 mixture to flow correctly and mix. The intake manifold is much more accommodating to the mix and doesn’t let for a separation of fuel and N20. The intake is also ideal as it doesn’t create intake back firing.

The third type of nitrous application is direct port injection. The name is similar to the concept. The nitrous and fuel is supplied directly to the intake port on the cylinder head. There is a nozzle which closely resembles and functions as a fuel injector. Although, it works with the added supply of nitrous to the blood stream. The fogger nozzle as it is more commonly know, gauges the amount of fuel and N20 for each cylinder. The added bonus to this system is that each cylinder has its own nitrous and fuel supply. This is beneficial as it allows for each cylinder to be tweaked for optimum performance without changing the performance of the other cylinders. The drawback to this system is that while installing it you must consider plumbing routes, fogger nozzle placement and generally bore and drill into the cylinder head. This application is the most effective Nos technique and is often used on racing vehicles or those which can handle the pressure and high combustion ratios.