Streetblaster Pr-Stud Wet Nitrus System www.nswizard.cm
Table f Cntents List f Cmpnents 1 Nitrus Bttle Installatin 2 Nitrus Supply Pipe Ruting 3 Pulsid Installatin 4 Pipe Fitting Instructins 5 Plumbing Instructins and Adapters 6 Pr-Stud Installatin 7 Metering Jet Lcatin & Size Verificatin 8 Thrttle Switch Fitting Instructins & Wiring Diagram 9 Fitting In Brief 10 Test Prcedure 11 Tls Required Drill Phillips Screwdriver Standard Screwdriver Spanners Utility Knife Wire Stripper/Cutter 8mm / 4mm nuts 10mm / 5mm nuts 13mm / Jet hlder 17mm / Inlet nut
5Lb Cylinder 11Lb Cylinder Micrswitch TPS Activatin Switch Bracket Nitrus Pulsid Fuel Pulsid Jets Pr-Stud Micr Switch Wiring 3m 4mm (red) Fuel Fittings Arming switch & bracket & flip cver Cnnectrs 4mm (blue) Fuel barb Fuse hlder 5mm (red) Schrader 20 amp fuse 5mm (black) Banj blt 5mm nuts/lives 4mm nuts/lives - 1 -
Nitrus Bttle Installatin The nitrus bttle must be munted exactly as shwn (Fig.1). In this psitin liquid nitrus xide will be delivered, which is essential fr the system t wrk prperly. The brackets supplied will prvide a secure munting with quick release fr ease f refilling. Psitin the bttle bracket t ensure that the valve end f the bttle is higher than the base end, with the utlet pipe cnnectin pinting twards the flr (n ther way). Please cntact us if yu are unable t munt the cylinder as shwn fr vehicle specific advice. Fig. 1 The bttle valve shuld nt be pened unless the utlet is aimed int pen space, r cnnected t the system. When the valve is pened nitrus is discharged at a high pressure (apprx. 800 psi t 1,200 psi @ -129 degrees) and at this temperature it will cause a painful freeze burn if it makes cntact with the skin. The MaxFlw valve is equipped with an Safety Pressure Relief Valve (SPRV) The SPRV replaces the cmmn blw ff disc n ther valves and wrks by pening and bleeding ff excess gaseus pressure. When the safe pressure is reached the valve will clse again. This cycle will always be repeated autmatically. Nte: Wasted gaseus nitrus is very minimal. Please cntact WON if adjustment is required frm the 1,500 psi (apprx.) factry setting. - 2 -
Supply Pipe Ruting 5mm Nyln Line: Fr best perfrmance run the supply line thrugh the inside f the car. Typically run within the dr trim and int the scuttle area between the windscreen and engine bay (See Fig. 2). Depending n the lcatin f pulsids this may need t be ruted further than the scuttle s pulsid lcatin will need t be determined in advance. SS Braided Line: If yur system is supplied with r yu have chsen the ptinal braided line rute it in a cl exterir lcatin. Yu will likely have t drill a hle in yur bt (trunk) flr t pull the line underneath the vehicle. Befre drilling it is Imprtant t check under the lcatin fr wires/fuel tank etc. Run the hse up t the engine bay and secure well alng its length. If installing inside the vehicle ensure the hse is kept away r nt allwed t rub against wiring. Advice: Try t use existing grmmets t g thrugh bulkheads and bdywrk. If a hle needs t be drilled, de-burr and fit a suitable grmmet t prtect the hse. If yu are unable fr any reasn t rute the pipe as shwn and explained, please cntact us fr advice. Fig. 2 Always run the supply pipe in the clest pssible areas, heating causes the liquid nitrus t turn t gas which causes verfueling due t inadequate nitrus flw resulting in pr perfrmance. - 3 -
Pulsid Installatin The Pulsids shuld be munted in the clest pssible lcatin clse t the Pr-Stud. Try t keep the pipe between the Pulsid and pr-stud under 12 fr ptimum perfrmance and safety. A simple way t determine a gd lcatin is t hver yur hand ver pssible munting lcatins after the vehicle has been run t find the clest psitin. Nte: keeping the pipe length under 12 n sme applicatins may nt be practical. Use yur best judgement t chse between a suitable munting pint vs. pipe length. We d nt cnsider aesthetics t be a valid reasn fr increasing pipe lengths as perfrmance and safety are f greater value. Advice: There are tw types f psitins that affect pipe length. Engine munted and bdy munted. When munting t the bdy, make the pipes slightly lnger t accunt fr engine mvement. When munted t the engine the same has t be dne n the supply pipe. - 4 -
Nyln & Braided Pipe Fittings Nyln Pipe: Cut the pipe t length using a sharp utility knife r nyln pipe cutter. D nt use wire snips, pliers, etc. as these will squash the pipe affecting flw. Slide the nut and live nt the pipe ends as shwn belw (Fig. 3). Insert the pipe ends int the fittings (bttle, Pulsid, etc.). While keeping the pipe pushed in t the fitting tighten the nuts until yu feel a sudden increase in tightness. Apply a tweak f extra tensin t cmplete. T check that the pipe is cmpletely sealed, briefly turn n the nitrus bttle valve and inspect fr leaks with sapy water at the cnnectins. If a leak is detected, tighten up the nut (whilst aviding cntact with any escaping gas particles), until the leak is stpped. When yu are satisfied that the system is leak prf, release the pressure in the system by using an ptinal purge if installed r lsening the fitting at the bttle nut. Braided Hse: In mst applicatins at least ne braided end will be supplied free t allw trimming the hse t a mre practical length. T install a braided hse end refer t ur dedicated braided hse instructins n ur website. IMPORTANT: When tightening the fittings t secure pipes, we strngly advise the use f the crrect size spanners therwise damage may ccur and the fittings may fail t d their jb. Nyln Pipe Fittings 5mm Bttle/Pulsid fitting Olive Nut Nyln pipe Fig. 3 Braided Hse Fittings 4 AN fitting (male) 4 AN hse end fitting (female) Fig. 4 NOTE: Nne f the abve pipe fittings require sealant n the threads. - 5 -
Fuel Supply (Take Off) Plumbing Instructins T supply the system with fuel yu will need t tee ff frm yur vehicles existing fuel supply. Depending n vehicle there are a number f different places yu can take this supply frm. Universal systems will be prvided with a barbed tee (See Fig. 4 in Hse Adapters) cnnecting t the cmmn rubber hse applicatin as shwn in Fig. 5 belw as Fuel T Piece. Fig. 5 Using the fllwing list f adapters and take-ff pints determine which methd best suits yur applicatin. If the barbed tee is nt suitable r a mre practical methd is available fr yur vehicle these adapters will be purchasable frm any WON distributr. Please cntact WON if yu are unsure f the crrect lcatin. - 6 -
Methd 1. Pressure Prt Adapter Our prt adapter prvides a simple cnnectin fr sme cars and is the preferred methd where available. The prt is fund n the fuel rail with a small cap screwed n tp. There are tw main prt threads used (See Fig. 5a & 5b), ne identical t a tyre valve and the secnd is larger. Bth types have a small valve within the prt. Fig. 5a Fig. 5b Installatin: T install remve the blanking cap, carefully depress the valve stem t depressurise the system and catch the leaking fuel with a rag then dispse f it carefully. It is VITAL that the valve cre is remved using the tl prvided. Failure t d s will result in engine damage. Fr prts identical t a tyre valve a sealing washer is prvided that needs installing between the prt and the adapter. This can be fitted inside the female thread f the adapter then screwed in t place using a suitable liquid sealer. The larger f the prt threads d nt need a sealing washer but liquid sealer is still advised. - 6 -
Methd 2. Fuel Filter Banj Adapter Our fuel filter banj replaces the riginal blt fitted t the fuel filter (Fig. 5c) r rail. Only use this methd if the filter is in the engine bay, sme filters are clse t the tank are impractical t run a lng fuel line. Fig. 5c Installatin: When fitted t a filter it is very imprtant t chse the utlet end s that the fuel supply is filtered fr the nitrus system. T determine the crrect fitting yu may find an arrw printed r indented int the filter husing t shw directin f flw. If an arrw is nt present r un-viewable trace the hses and chse the hse that ges t the engine and nt the fuel tank (See Fig. 5). Lsen the riginal banj blt t release the fuel pressure. Catch leaking fuel with a rag then dispse f the rag carefully. Fit the new blt ensuring that bth the sealing washers are crrectly psitin either side f the banj and install the hse t the fuel slenid befre pressurising the fuel system. - 6 -
Methd 3. Rubber Fuel Hse Barbed T piece Our T-Pieces are supplied as standard n universal systems. These are designed t fit a wide range f rubber fuel pipe sizes by simple exchange f barbs. If the universal barb size is nt suitable fr yur applicatin smaller and larger barbs are available frm any WON distributr. Fig. 5d There are tw main hse types fitted as factry, rubber hse (Fig 5e) and plastic hse (Fig 5d). It can be hard t determine which type yu may have as the plastic hse is ften supplied with a rubberised cating. T determine which, simply try t squash the hse between yur fingers. Rubber hse will squash whereas a plastic hse will nly flex the uter surface and feel rigid. Fr plastic hse (See Methd 4 cmpressin tee). Fig. 5e It is very imprtant t chse the crrect fuel hse t tee in t. Engine damage may result if using the return. Mst but nt all vehicles have a feed hse (crrect hse) and a return hse. There are a few signs t determine the crrect hse as fllws: 1. A single hse that enters the fuel rail(s) with n return fuel hse present. 2. Sme hses have a directin f flw printed n them. Select ne that pints twards the rail(s). 3. A return hse will exit frm a regulatr n the rail (Fig. 5f) r frm a remte regulatr. Use the ther hse. Nte sme rails have dampers n the inlet which lk like smaller versins f regulatrs. These typically d nt have a small vacuum hse attached Fig. 5g. Fig. 5f Return Fig. 5g Feed - 6 -
FSI & TFSI Engines & Other direct injectin engines: It is increasingly cmmn t find Direct Fuel Injectin such as FSI & TSFI. On these engines they utilize a traditinal fuel pump that feeds a mechanical pump n tp f the engine (Fig 5h). T clarify fuel n these systems is taken frm the rubber/plastic hsing that feeds the engine munted pump as pictured in Fig. 5i. Fig. 5h Fig. 5i Mechanical Pump Rubber Feed Hse Sme mechanical pumps will have a single rubber feed and thers like regular fuel systems may have a return. The return will have a regulatr in the engine bay. Chse the input t the mechanical pump. Installatin: Once the crrect hse is determined cut the riginal pipe at a suitable pint. Catch leaking fuel with a rag then dispse f the rag carefully. Insert the tee barbs in t the rubber hse until n barbs are visible. Secure the pipes with clips. Once the fuel adapter is fitted run the system fuel hse between the fuel supply and fuel (red) Pulsid inlet and cnnect befre pressurizing the fuel system. Prduct may vary frm the Image Please cntact WON if yu are unsure f the crrect lcatin. - 6 -
Methd 4. Plastic Fuel Hse Cmpressin Tee If yur fuel system uses a plastic hse it is imprtant t nte that barbed tee s will nt wrk n this pipe type. If supplied with the universal barbed Tee cntact yur lcal WON distributr fr a cmpressin Tee. Installatin: First see methd 3 t determine which hse needs the tee piece. Once determined using a knife r pipe cutter, slice the hse in a suitable lcatin and trim square if needed. Catch leaking fuel with a rag then dispse f the rag carefully. If the plastic hse has the rubberised cating, using a knife trim the rubber apprx. 1 back n each end f the cut. Nte it is imprtant nt t damage the plastic hse as this culd cause leaks. Slide a nut and live ver the hse and slide the hse in t the tee. While keeping the hse pushed in t the tee tighten using a spanner until secured frm cming ut. Nw hld the tee securely with a suitable spanner t tighten the nut fully. Once the fuel adapter is fitted run the system fuel hse between the fuel supply and fuel (red) Pulsid inlet and cnnect befre pressurizing the fuel system. - 6 -
Fuel Adapters 1. Tire Schrader Adapter and Seal 2. Large 7/16 Schrader Adapter 3. Filter Banj Adapter 4. Barbed Fuel Tee 5. Cmpressin Tee Is yur hse type r applicatin nt listed? Fr nn-stck applicatins mre adapters are available. Fr mre advice n the full range f adapters such as Braided Tees, regulatr take-ff s r nn-standard hse types and sizes please cntact the WON technical team r lcal distributr. It's vital that the fuel adapter (take ff) supplied with the kit is cnnected n the high pressure side f the fuel regulatr. D nt cnnect t the lw pressure return side f the regulatr as this can result in engine damage. - 6 -
Pr-Stud Installatin Pr-Stud Assembly Using the supplied munting bracket, nuts & blts fasten the tw splitter blcks t the bracket as shwn in Fig. A1. Depending n the style f carburetr/filter it may be required t attach the bracket t the tp r bttm f the blcks fr clearance. A1 Example pipe cnfiguratin Actual arrangement may need t vary dependant n carburettr style. The utlet nzzles fr each nitrus/fuel feed are made frm a single pr-tube. Typically the fuel utlets are taken frm the lwer splitter and the nitrus the uppermst. T start making the tubes cut each pr-tube in half. This will ensure the fuel tube will always reach the same lcatin. In mst applicatins the fuel tube being lwer will allw it t be trimmed shrter. The Nitrus Discharge tubes shuld be psitined at the entry t the primary chkes and in such a way as t avid firing thrugh the bster venturis t avid disturbing the natural fuelling f the carburettr. (Fig. B1) On Maniflds that have a left-right divider aim the nzzles frm the side wall f the venturi twards the centre f the chkes ending just abve the thrttle plates. If the divider is frnt-back r nt present aim the nzzles twards the centre f the manifld pening. The psitin f the fuel discharge tubes shuld the same lcatin as the nitrus but slightly higher in the venturi than the Nitrus utlets (within a few mm) t benefit frm the vacuum created by the nitrus discharge. (Fig. A1) When yu are satisfied with the psitins f the tubes, please refer t the additinal instructins n applying a threadlcker t the nuts. - 7 -
B2 B1 In-Line Jet Hlders The Pr-Stud uses in-line jet hlders versus jets lcated at the Pulsid utlets. This is extremely imprtant t ensure even distributin (Fig. B2) Munting Run a single nut dwn the studding. (Replacement studding may be required if there are n threads in the required place r adjustment f the bracket). Lwer the assembly (Fig. A1) ver the munting stud and adjust the nut t until the nzzles are in psitin just abve the thrttle plates (Fig. B1). Using the secnd nut lck the bracket in place against the first nut. Feed pipes In cnjunctin with the in-line jet hlders it is essential t have the feed pipes run as straight as pssible. T achieve the straightest pssible feed pipes, drill suitable hles in the filter base plate in-line with the input f the Pr-Stud. Outside the filter the pipes can change directin t meet the slenids. Befre running the pipes thrugh the filter base insert rubber grmmets t prtect them frm the metal. Disregarding instructins culd result in pr perfrmance and/r engine damage. - 7 -
Metering jet size verificatin Befre cnnecting utlet pipes t the Pulsids it is essential t check the metering jet(s) are fitted in the system. Sectin 7 instructs jets t be fitted in special inline jet hlders n the pr-stud. First check that these are the right sizes t suit yur applicatin. The jet will be fund inside the inlet t the jet hlder and wuld need remving t check the jet size using a suitable flat blade screwdriver. Once remved it shuld be pssible t see a size/number n the side f the head. Fig 8. Belw shws the typical lcatin fr jetting, ensure that n jets are installed in this psitin fr Pr-stud systems. IMPORTANT: Remve and replace nly ne jet at a time, as it is very easy t mix up the jets and that culd lead t pr perfrmance. Check the jet sizes against the parts list supplied with the system r the jet specificatin chart n ur web site. Assuming yu have the crrect jet, screw the jet in t the hlder and lightly nip it up with the screwdriver t make a seal, then reassemble. Fig. 8 CAUTION The metering jets are made frm brass and are easily damaged beynd use if a badly fitting screwdriver r excessive frce is used n them. NOTES The nitrus filter is a white element lcated inside the Pulsid inlet unit. Use tw 17mm wrenches t separate the tw sectins t access the element. Replace fr ptimal flw. N filter is required in the fuel Pulsid as the OEM filter is mre than adequate. Jet Sizes 1) The 'theretical' pwer rating is half the nitrus jet number (e.g. 200 = 100bhp). 2) The fuel jet is initially matched t the nitrus jet at a rati f 2:1 t prduce a very safe, rich A/F rati. Example: a nitrus jet marked 200 wuld need a fuel jet f 100 and wuld have a theretical pwer rating f 100 bhp (n n/a engine this 'may' result in a gain f less than 100hp whilst a t/c r s/c mtr may see mre than 100hp). 3) After initial tests have been carried ut and reprted back t us, any adjustments t the nitrus:fuel mixture rati can be made by apprpriate fuel jet changes. 4) Once the 'ptimum' mixture rati has been determined, this rati f jet sizes shuld be maintained as yu mve up the pwer ladder. Fr vehicles ther than fuel injected, the initial rati is 1:1 The ratis listed are apprximatins and fine tuning fr individual vehicles may be required. - 8 -
Wiring Diagrams When all electrical cmpnents are fitted, wire the system as shwn belw. Fr simplicity systems are supplied withut a relay but ne can be added as shwn in Fig. 9b if a suitable high current feed cannt be fund. If a TPS activatin switch is supplied use Fig 9c. (Cmbine 9b & 9c if using direct battery feed.) Fig. 9a Fig. 9b If using a nitrus cntrller use the wiring diagrams prvided with the cntrller. Micrswitch Installatin All systems unless therwise stated are prvided with a micr-switch fr activatin f the system (See next sectin fr TPS and push buttn). The micr-switch shuld be munted t the thrttle bdy r ft pedal using the munting bracket supplied. It shuld be in a way that activates at full thrttle ONLY. Once fitted check the peratin in the fllwing manner; 1. Have the driver sit in the drivers seat as nrmal. 2. Have the driver slwly press fully n the thrttle pedal whilst an assistant watches the micr-switch and pedal/thrttle mechanism. 3. Check that the micr-switch is perated at full thrttle and that there are n chances f a micrswitch being flexed ut f the way r f the lever being trapped in the activated psitin. IMPORTANT: Never rely n setting up the switch by hand perating the thrttle mechanism, as this may nt duplicate actual pedal mvement. - 9 -
TPS Thrttle Psitin Switch (Optinal) 9c. Refer t WON nline fr the latest instructins n hw t setup the TPS switch. Check activatin using the same prcedure as stated fr a micr-switch. Push Buttn WON d nt prvide push buttns fr activatins f nitrus systems. This is dne fr safety reasns as activatin f the system while nt at full thrttle can cause a hst f prblems and driver safety cncerns such as system backfires. If a push buttn is desired r needed this will need t be purchased separately and is advised t be wired in series with a micr-switch r TPS in the activatin wire. If the switches supplied with the system are replaced, it must be with suitable high Amps alternatives with a minimum rating f 15 Amps, unless a suitable relay f at least 15 Amps is added. NOTE: If using multiple Pulsids, cnnect in parallel as shwn abve fr a single pair f Pulsids. That means a wire frm each Pulsid shuld be cnnected tgether t a pwer and the remaining wires shuld be cnnected t a grund. A 30-40 amp relay must be added when multiple sets f Pulsids are used withut a prgressive cntrller. - 9 -
Fitting in Brief 1. Munt the nitrus bttle as shwn in (Sectin 2). 2. Run the supply pipe and cnnect using as described (Sectin 5). 3. Munt the Pulsids in as cl a lcatin as pssible yet clse t carburettr. 4. Cnnect int the existing fuel supply line (nly n the delivery, nt return side f the system), using the apprpriate adapter fr yur applicatin (Sec. 6). 5. Install the Pr-Stud t the carburettr (Sectin 7 Fig. B1). 6. Run the red (fuel) and blue (nitrus) nyln pipes frm the Pulsid utlets t the Prstud and cnnect using the nuts and lives supplied (Fig. 3). 7. Munt and then cnnect the apprpriate activatin switches and cnnect all the electrical hardware as shwn (Sectin 9). - 10 -
Testing Electrical Always have the utlet pipes discnnected s that nitrus/fuel cannt be injected by mistake during testing. Imprtant: If nitrus is injected int the engine by mistake r even suspected t have been injected DO NOT START THE ENGINE. De-activate the ignitin system by remving leads r cil pack cnnectins and turn the engine ver fr 4-5 secnds t pump ut all nitrus int the exhaust system befre re-cnnecting. Arm the system and check that the slenids are nt activated. If slenids activate n arming immediately turn the system ff. Manually perate the activatin switch and listen fr a single click r pulsed clicking if using a cntrller. Static Test Jet Limits: Fr engines up t 3ltr d nt use jets larger than 25Bhp fr a static. Nte the larger the engine the lwer the expected rpm respnse. Fr engines greater than 3ltr start with 25Bhp jets unless advised t use maximum amunt f up t 50Bhp. Prcedure: 1. Discnnect the utlet pipes frm the injectr/s and aim the N2O t atmsphere and the fuel pipe int a bttle. Hld bth pipes securely and activate the system briefly. Fuel and N2O liquid shuld be seen flwing frm the pipes as the system is activated and shuld stp flwing when the system is switched ff. D nt use the system if n fuel is seen in testing. Cntact WON r yur nearest agent fr technical assistance. 2. If successful re-cnnect the nyln pipes t the injectr/s. 3. Start the engine and run up t nrmal temperature. 4. Hld revs at apprx. 1/3 f max. (e.g. max. rpm limit 6,000 test rpm 2,000). 5. Activate the nitrus and hld whilst mnitring the engine respnse and exhaust emissins. Keep activated until the engine rpm hlds steady r is abut t exceed the red line, bg badly r makes any unusual nises (Seek assistance).
Reading results: - 11 - Engine rpm shuld rise as if yu had perated the thrttle and then fall back t nrmal as yu release the switch. The mre it rises t redline the clser it is t ptimum but keep in mind it means the mixture is leaner. Yu need t be cnfident abut the strength and tune f yur engine t run at thse settings. High Revs: Revving past redline indicates an verly lean mixture and the fuel jet size shuld be increased and retested. Lw Revs: A lw rpm rise and sty exhaust indicates the mixture is t rich and a smaller fuel jet will be needed t crrect this then retested. Bgging: If the engine stumbles and/r cuts ut there is excessive fuel. A very sty exhaust will cnfirm this. Re-check the crrect jets are installed. If crrect; check the system ver again t cnfirm nitrus is being injected. Quick rise halted at lw rpm: If the rpm increases quickly but suddenly stps at a much lwer rpm (ie. 3-4000rpm) then struggles t pass. This culd be a sign that a lwer rpm limiter is active n idle. This is fund n sme mdern vehicles. Cntact yur lcal WON agent fr further advice befre prceeding. Under Redline (Optimal): The respnse that delivers the best and safest result is ne that rises t within 500-1000 rpm f the red line. Sme vehicles with high rpm limits may nt reach this level, prviding a lively respnse is gained and rpm rises by 3000 rpm a rad test will be safe. If unsure if the respnse is enugh cntact yur lcal WON agent fr technical assistance. Rad Testing Once the ptimal setting is achieved yu can take the vehicle n the rad and carry ut the next tests. a) Accelerate hard frm say 30 mph up t 70 mph. Slw t a stp and then shut ff the engine, stp the vehicle and remve the spark plugs fr inspectin. b) Repeat the test using nitrus this time and cmpare the plug clur with the clur withut nitrus. Yu shuld feel a strnger acceleratin and the plugs shuld be the same r slightly darker clur. If yu hear any nises ther than a luder exhaust r yu feel anything ther than a smth surge f pwer, cease testing. - 11 -