That could very well be the synonym of nitrous systems. Then go for a refill of the bottle. And if you come across with anyone with real power that wants to play you
whistle and look the other way. Save some money and go for a supercharger. Consistent power and no pistons with nice holes in them.
George
IF YOU DON'T HAVE THE EXPERIENCE WITH NOS DON'T REPLY!!!!!!!!!!
I've used it with over 50 10lb bottle refills and no issues. 150 shot......It's nice smoking motorcycles and every other car you can think of. My set up was an easy install and the car ran great. Get the AA tune and you'll be fine. Change your spark plugs before the install and every 10,000 miles.
Be very careful with ASR. The have a bad reputation (business related, not NOX kit related). Do a search and draw your own conclusions. Or ask Juan (M5Ranger) or M5Junky about their getting burned. Or others who (never) got exhaust systems, etc.
Mark thanks for watching out. I do not intend to use either an ASR or AWD system for use on the M6. It will be a system that I already own and used on my Pontiac G8 before I did the 6.6 liter stroker motor and twin turbos on it. The specs for the system are as follows:
-FJO Mini-Progressive 2 channel nitrous controller
-NX solenoid(s)
-NX remote bottle opener
-NW bottle heater (pressure regulated)
-NHRA legal blowdown (for safety and passing tech inspection at local tracks)
I am still deciding whether I want to keep things simple and cheap by doing a dry shot pre-MAFS or do a wet direct port shot post MAFS into each TB. The wet DP shot will be considerably more expensive and take a little while longer for me to fabricate but is easily doable. I just don't know if I will want to fork out the money for the DP items or for the items needed to make my own standalone nitrous fuel system. Another disadvantage of the DP system is that it will not be able to be setup easily for a smaller shot. This is due to the number of cylinders the M6 engine has and the minimum orifice size I can get the fuel jets in.
Just so you guys don't assume I am some sort of nitrous newby talking out of my behind with aspirations larger than my abilities..... Here are a few pics of a previous nitrous project of mine. It is a quad-solenoid setup (2 nitrous, 2 fuel) but in the pictures I didn't have the nitrous solenoids mounted yet. I did all design and fabrication of the entire system. It is on a built 2004 Mustang and setup to provide anywhere from a 200-400 shot.
My main point in posting this thread is to see what size of shots these cars have been reliably handling already; and what drivetrain upgrades may or may not be needed. So far from what I am hearing these cars can handle a pretty respectable shot without much issue.
__________________ -Robert-
2003 4.6 XLT Black Explorer,Built, blown, ported, cammed, and on and on...
2009 Pontiac G8 GT Stryker Blue, 402ci Stroker, Twin Turbo's, 230/240 Turbocam, Circle D Built 6L80E, Circle D 3000 Stall, and a few other things...
That could very well be the synonym of nitrous systems. Then go for a refill of the bottle. And if you come across with anyone with real power that wants to play you
whistle and look the other way. Save some money and go for a supercharger. Consistent power and no pistons with nice holes in them.
George
George how long have you had your nitrous system in your M6? I have personally built cars, turbocharged, supercharged and nitrous injected, that have had anywhere from 400 to 800+ rwhp so I know something about what factors are taken into account to determine if a vehicle is a good candidate. However, being that I don't have my hands on an M6 yet I might as well glean a little information from the good members here that have actually ran nitrous in their M5's and M6's. The stock pistons in the S85 engine are Mahle brand forged aluminum pistons. Not exactly a weak link by any stretch of the term. Then factor in that the S85 has 12:1 compression ratio in stock form and you start to understand that this engine will tend to favor nitrous over boost. The good thing is that I hear the S85's are GDI (gasoline direct injected) which will help prevent pre-ignition immensely when boosting this high compression engine, but still cannot counteract all disadvantages of high intake air pressures and temps. Also a 20 lb nitrous bottle will last a while on a 100-150 shot. Enough to last a full night of repeated roll racing, let alone a single blast from 50-150. Also nitrous power and torque hits instantly, and hits HARD, unlike a supercharger or turbo which will take a fraction of a second to spool up and another fraction of a second to really get into the meat of the powerband. When racing, a few fractions of a second are the difference between a loss by a car length or a win by 2. It matters. I love my turbos in the G8 and their power is nasty as all heck but it would be unwise to discount nitrous as a viable power making option without really understanding it. I appreciate all comments, but I would hope that the people taking the time to make them at least have a clue as to what they are talking about when it comes to using nitrous on an M5 or M6.
Just curious but didn't you recently make some sort of dramatic thread about leaving this board because of ttm6 getting on your case? Or maybe it was a different guy.
EDIT: I previously mentioned that the S85 engine possibly had GDI (gasoline direct injection) from what I heard. This is in fact wrong. The S85 uses regular electronic fuel injection that operates at a variable fuel pressure between 3 bar(43.5psi) to 6 bar(87psi) with dual fuel pumps according to the BMW tech manual I now have. This also means that my previous statement in this post I am now highlighting in red is untrue; which also means that the S85 is that much less boost-friendly in stock form. Not saying it is impossible but boosting a 12:1cr engine takes some finesse. It is a good thing that these engines come stock with forged crankshaft, forged steel connecting rods, and iron coated forged aluminum pistons!
George how long have you had your nitrous system in your M6? I have personally built cars, turbocharged, supercharged and nitrous injected, that have had anywhere from 400 to 800+ rwhp so I know something about what factors are taken into account to determine if a vehicle is a good candidate. However, being that I don't have my hands on an M6 yet I might as well glean a little information from the good members here that have actually ran nitrous in their M5's and M6's. The stock pistons in the S85 engine are Mahle brand forged aluminum pistons. Not exactly a weak link by any stretch of the term. Then factor in that the S85 has 12:1 compression ratio in stock form and you start to understand that this engine will tend to favor nitrous over boost. The good thing is that I hear the S85's are GDI (gasoline direct injected) which will help prevent pre-ignition immensely when boosting this high compression engine, but still cannot counteract all disadvantages of high intake air pressures and temps. Also a 20 lb nitrous bottle will last a while on a 100-150 shot. Enough to last a full night of repeated roll racing, let alone a single blast from 50-150. Also nitrous power and torque hits instantly, and hits HARD, unlike a supercharger or turbo which will take a fraction of a second to spool up and another fraction of a second to really get into the meat of the powerband. When racing, a few fractions of a second are the difference between a loss by a car length or a win by 2. It matters. I love my turbos in the G8 and their power is nasty as all heck but it would be unwise to discount nitrous as a viable power making option without really understanding it. I appreciate all comments, but I would hope that the people taking the time to make them at least have a clue as to what they are talking about when it comes to using nitrous on an M5 or M6.
Just curious but didn't you recently make some sort of dramatic thread about leaving this board because of ttm6 getting on your case? Or maybe it was a different guy.
I do not have a nitrous system on my car. I have never had any on any car. Just vague impressions from here and there.
I apologize for posting.
__________________
Porsche Gemballa Avalanche (4.3 litre), RSR 1600-RR - 1600 hp on race gas
Porsche Gemballa Gt600 - Carrera 4s compressor ( VF-Engineering ) 600 hp
Porsche Gemballa Cayenne Gt650-R. 650 hp
Ferrari 599 GTB Novitec Rosso SuperSport - 888 hp
Lamborghini Aventador LP-760 Mansory Edition - 754 hp
Aston Martin 1-77. V12 - 770 hp. No 57 out of 77
Bmw X3-F25 35i Xdrive M-Pack 380 hp - AC Schnitzer
Bmw M6-E63 Schnitzer 600 hp - Heavily modded
I apologize for possibly coming off stronger than intended. I replied to your PM. Take care and enjoy your weekend.
can't imagine what kind of PM you got............Any way you're right about how strong the M6 motor is and with the technology of the spark plugs the car will detect knock or a misfire before it happens. Good luck with your build and can't wait to see your results.
G
can't imagine what kind of PM you got............Any way you're right about how strong the M6 motor is and with the technology of the spark plugs the car will detect knock or a misfire before it happens. Good luck with your build and can't wait to see your results.
G
ttm6 i only saw pictures for your ///M6 , any videos or racing ??
I have a video of racing a 750 motorcycle from a second gear roll and another from racing a modified M3, but that was it. I ran my cousin 997tt tiptronic we ran neck and neck he might pulled half a car length if that but dont have video. when you watch the other videos you can see how fast she pulls. By the way my cousins 997tt ran 10.50's in the quarter. I look for the videos to post.
Also nitrous power and torque hits instantly, and hits HARD, unlike a supercharger or turbo which will take a fraction of a second to spool up and another fraction of a second to really get into the meat of the powerband.
I thought it was only the turbos that needed time to spool. Superchargers do not depend on exhaust flow to spool.
I thought it was only the turbos that needed time to spool. Superchargers do not depend on exhaust flow to spool.
Whether it be a turbocharger or centrifugal supercharger when you hit the gas they both still need time to build boost so whether you call it "spool up" or "spin up" the result ends up being similar, which is a slight delay in power delivery, whether things are spun by exhaust gasses or by a serpentine belt off of the crankshaft.
Now a roots supercharger (think Eaton) or a TVS or Twin Screw supercharger (think Magnusson, Whipple, or Kenne Bell) are what are referred to as positive displacement type of supercharger systems. They almost always completely replace the entire intake manifold of the engine and mount directly to the cylinder heads. This type of supercharger generates full boost much quicker than a centrifugal and are great superchargers for stoplight style racing as long as you can put all the torque they make to the pavement. Their disadvantage is that they lose steam on the top end.
The superchargers I see offered for the M6 are the centrifugal type which do not make allot of torque off the line but pull like a freight train on the top end. However, they are driven directly off of the crankshaft, and due to the way their compressor operates, which also means that the boost they make is directly proportional what RPM you are revving to as long as the engine is under load. Lower RPM's mean less boost until you have swept through the RPM range and are now spinning the compressor wheel fast enough where it can generate full boost, which should be right before the shift point if the supercharger is sized properly for the engine. If the supercharger compressor is too small then you will hit maximum boost at some point before the shift point and then pressure will start to drop off due to the compressor not being able to keep up with the airflow requirements of the engine. This particular situation can also occur in a turbo too if their compressor is too small.
92Likes
Linear Mode
