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Pontiac - Boost Turbo, supercharged, Nitrous, EFI & other Power Adders discussed here. |
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#21
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#22
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Well I am nearly complete with my install. Whole thing has been kind of a snowball effect but hopefully everything I have assembled will work out. Have had to make many changes along the way. Started out with the installation of the FAST 2.0 EFI and a new tank from tanks Inc with fuel pump in the tank and the FAST distributor so I can control timing. As I started the install I read many articles trying to see what problems others had and tried to do everything to eliminate these issues. removed all my wiring so I could rewire everything away from unwanted electrical interferences. Relocated MSD box as well to keep space from other wiring. Looked hard at the fuel pressure issue so I could use the wet nitrous system I have and ended up using a complete separate fuel system which turned out pretty nice I think. Then looked at the intake I was using as from what I was reading a dual plane was not ideal for the EFI so I went with a new Northwind and had it ported to match the edelbrock heads. Got the micro switches for the throttle and clutch pedal mounted. I am just finishing up routing the remainder of the FAST wire harness and the nitrous wiring. I do plan on getting the EFI settled in good before trying the nitrous but does anybody have an idea of how much timing should be retarded to start with for the nitrous activation? Also once everything is running good with the EFI I would also assume when using the nitrous I should be using a colder heat range plug? How much colder in general? Thanks
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#23
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#24
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2° timing retard for 100HP shot was suggested, and some said none required for "only" 100HP shot.
I have no 1st hand experience so I defer to those who do have experience with NO2. One range colder, but I defer to others, again. |
#25
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Will post a pic when finished...
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#26
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What I have does 100, 150 and 250. was only planning on going to 150 but starting with the lowest 100 to get started..
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#27
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Thanks, I look forward to the pictures.
Smart to start low on the NOS. I have a center carb spray plate from a Nitrous Express 6bbl System made for my (or any like mine) Holley 2bbl. I have that on hold as other things have taken precedence over a nitrous system. This all regarding my 440 in my Roadrunner. The next steps for the GTO is sending the 3 Rochesters to Dick Boneske along with all the build and cam specs so he can do them up to match the build level of the 421. That is going to be the last go around for the Rochesters. If we can't get where we need to be after Dick works his magic, a 3x2 fuel injection system is going on. I'm hoping the Rochesters get us there, especially with the potential cost of EFI 3x2 system. |
#28
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Here are a couple pics if I can get them to work
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#29
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Thanks! Great to see someone doing what I thought and think would be a great idea, and thanks to Nitrous Express for making a great product.
Let me (us) know how it all works, I am particularly interested in the SAFE tank kit, and also I think my idea of using race fuel or AvGas in the SAFE tank is a added safety and performance option! |
#30
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. Last edited by pokey1; 07-15-2019 at 12:43 AM. |
#31
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Long awaited post Pokey1!!
Did you use the 100 shot? Any timing reduction for the NOS? When in the 1320 did you "hit the button? What fuel did you use in the SAFE tank? What does your car typically run w/out NOS? |
#32
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I am using 36 degrees all in normally and had it set at 32 degrees total on nitrous activation input. I am using throttle activation so I was leaving the line at part throttle around 3800 rpm then catch 2nd gear and drop the hammer to the floor from there on letting up to shift each time. I am using straight 110 VP race fuel in the SAFE tank and just non ethanol premium in the regular tank. Was told that the leaded race fuel can shorten the life of the O2 sensor so figured this would keep it to a minimum. Saturday ran on motor only all day and ran 12.8's thru full exhaust all the way out the back. Sunday opened up exhaust cutouts for first run and ran 12.6. 2nd run with cutouts open used nitrous and had the 11.97. In the afternoon heat ran a 12.6 again and then next run on nitrous ran the 11.95. There is more there but I was happy for the day and went home with nothing broke...
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#33
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So 6/10th or better quicker on 150 shot spray. 4 degrees less advance. Lifting off the gas pedal on gear changes (since I got a rev limiter in both the Roadrunner and the GTO, I don't lift when I change gears in the Roadrunner, and I wouldn't lift in the GTO if it shifts as well as the Roadrunner does. No issues bouncing off the rev limiter).
Same kind of fuel in both tanks that I would likely use. Leaded fuel will damage the O2 sensor(s) so I hear. What makes the timing retard by 4° ? Ignition system or separate timing control box? What ignition system do you have? I'm using a Pertronix billet aluminum distributor and Ignitor III Module. Thanks for the thorough answer! |
#34
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1967 GTO, 467 roller motor, e heads ported, tremec T56 magnum 6 speed and 9" done. EZ EFI 2.0 with FAST dual sync distributor and separate nitrous system done. Track is at 4300 ft elevation. so far a best of 11.95@116. Suspension now getting dialed in...tubular front a arms with dual adjustable coil overs HR Parts n stuff rear bar and whole car lowered 3 inches.. |
#35
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Thanks pokey1.
I really appreciate the detailed answers. I am about to send the 3 Rochester 2bbl carbs to Dick Boneske and the engine build and cam specs to him to work his magic on them. Because of time constraints and a good reputation, I had All American Carburetors "restore" the Rochesters, but they rebuilt them to stock specifications and that just doesn't work for the level of build of thev421. I am definitely hoping that that does the trick and we get the most out of the engine performance wise, and my wife doesn't have reliability problems. Should I get screaming calls from yet another failure to start when hot, or any other carburetor specific problem that can't be tuned or tweaked to resolve, a 3x2 EFI system is the next and final solution, but that comes at a significant price. |
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