564HP & 633 LB-FT With Texas Nitrous Technology's Power Ring System
From the February, 2009 issue of Chevy High Performance
By Henry De Los Santos
You must be wondering about our sick infatuation with giggle juice. Simple. As a loyal reader, you've undoubtedly followed along during the past year as we tested a series of nitrous systems with our bone-stock GM Performance Parts LS1 crate engine. Suffice it to say, we've experienced nothing but positive results, and even with all the nitrous flogs put to our mule, we've yet to see a puff of blow-by, much less a major stain. Some may call it luck, while others will attest to the strength of the LS1. We'll argue that good fortune had little to do with it. In fact, it's a combination of both the structural integrity of GM's ultimate small-block and our following the manufacturer's basic directions. Let's face it, we love nitrous, and we'd be doing you a disservice by not testing these killer new-age systems.
When it comes to dollar per horsepower, there isn't a single bolt-on component that can outshine the power of the bottle. That's right, we're talking nitrous, the cool stuff that packs a punch at the stab of the throttle. For those of you with limited nitrous experience, it's best to set aside the myths and get over the underlying fear of the unknown. These days, there's little need worry about engine carnage if you follow the manufacturer's recommendations-rest assured, most modern-day nitrous systems have undergone a staggering amount of research and development before being released to the public. This means you can expect consistent, repeatable performance, have the brutal power of a monster-inch engine that's substantially cheaper, and have the peace of mind whenever you hit that button.
This month, we took a closer look at Texas Nitrous Technology's (TNT) Power Ring system. What makes it stand out is the packaging and especially clean installation. Each kit features a billet aluminum housing, also known as the ring, located between the throttle-body and the inlet track for a tight compression fit. The ring itself has two of TNT's (patent-pending) Gas Blaster nozzles on opposite sides that are fed by a single nitrous and fuel solenoid and can be jetted from as little as a 25hp shot to as high as a 250hp pole axe punch-to the wheels! For testing purposes, we elected the 75-, 100-, and 150hp settings, while taking advantage of a F.A.S.T. ECU to control every parameter of the engine pulls and help maximize our tune.
To handle the induction, we installed a F.A.S.T. 78mm throttle-body on the stock LS1 manifold, while the spent gasses were expelled through 1 3/4-inch long tube Hooker headers. Beyond that our LS1 maintained exactly the exact same configuration as GMPP ships them. Now follow along and learn how TNT can transform your mundane LS1 into a ruthless assassin!
Considered the entry- to intermediate-level...
Considered the entry- to intermediate-level system with its 25-250hp shot, TNT's F1-series Power Ring features a highly polished billet aluminum ring with two Gas Blaster fogger nozzles. Depending on your particular configuration, TNT also offers a larger-diameter ring for most aftermarket throttle-bodies and the LS2, along with a new C6 Corvette application.
Inside every Power Ring is...
Inside every Power Ring is an O-ring utilized for a press fit, ensuring an airtight seal.
The stainless steel Gas Blaster...
The stainless steel Gas Blaster nozzles have been designed to maximize the contact of the fuel with the high-pressure nitrous stream being injected. As a result, this interaction of the fuel and nitrous creates a rather robust mixing action with tremendous fuel atomization, giving the ability to introduce a greater fuel mixture to reduce temperatures, produce more power, and ensure a much more reliable operation.
To supply the potent mixture,...
To supply the potent mixture, every Power Ring system includes two solenoids, one for nitrous and one for fuel. From here, both the nitrous and fuel are then distributed evenly between two individual fogger nozzles through an AN-3 T-fitting on the solenoid outlet port.
You don't have to worry about...
You don't have to worry about getting creative with the nitrous and fuel solenoids. TNT took care of the job for you by including their trick CNC-laser-cut stainless steel solenoid mounting bracket. Added features include slotted mounting points to adjust the solenoids and notches to clear the AN-3 T-fittings and hoses. The bracket mounts directly on the manifold without causing clearance issues with the throttle linkage.
As recommended, we preassembled...
As recommended, we preassembled the solenoids on the bracket before attaching the unit to the manifold. Up top, we connected the two supplied red AN-3 fuel lines from both ends of the fuel T-fitting onto the fuel-side of the fogger nozzles. We did the same for the blue AN-3 nitrous line and routed it to the nitrous-side of the nozzle.
Once the solenoids are mounted...
Once the solenoids are mounted and the lines are fitted to the Power Ring, here's what it should look like. Before final assembly, we attached the nitrous feed line onto the inlet portion of the nitrous solenoid, whereas the fuel supply is fed through the factory fuel rail by utilizing the supplied AN-4 fuel feed line and connecting it to the inlet-side of the fuel solenoid. It couldn't be easier.
To mount the bracket, we simply...
To mount the bracket, we simply attached the unit to the throttle linkage-assembly mounting bulkheads located on the passenger-side of the manifold.
For all Camaro LS1 applications,...
For all Camaro LS1 applications, you'll want to mount the Power Ring with the fogger nozzles facing the 9- and 3-o'clock positions.
Our mule featured a F.A.S.T....
Our mule featured a F.A.S.T. 78mm throttle-body, making it difficult to correctly mate the Power Ring. To resolve this, we simply took out the O-ring and tightened the hex lock on the base of the ring to secure it into place. While this worked fine on the dyno, inform TNT of the throttle-body you're using and they'll be able supply you with a perfectly matching unit.
Your system is only as clean...
Your system is only as clean as its wiring. In this case, we simply hardwired our system directly into the F.A.S.T. ECU and grounded the TNT solenoids to a cylinder head.
During testing, we took extra...
During testing, we took extra precaution to avoid detonation by loading up our fuel cell with 5 gallons of high-octane from Rocket Brand Fuels and swapped out the factory plugs for colder Denso Iridium (IQ31) plugs.
We can't begin to emphasize...
We can't begin to emphasize the completeness of the Power Ring system enough. TNT even includes a liquid-filled bottle pressure gauge, a NHRA- approved blow-down tube (which attaches to the bottle and vents nitrous to the outside of the vehicle), and an in-line nitrous filter.
Attention to details always...
Attention to details always excites us. Although simple, TNT supplies a laminated card with the Power Ring's jet settings for various horsepower levels. It's easy enough to carry in your wallet or stash in the glove box.
|Max HP & Torque ||399/402@5,400/4,900 75 hp TNT |
| || |
|Max HP & Torque ||479/535@5,100/4,100 100 hp TNT |
| || |
|Max HP & Torque ||504/608@4,500/4,300 150 hp TNT |
| || |
|Max HP & Torque ||564/633@4,700/4,600 |
|Jetting For Power |
| || || || || || || |
| ||50 hp ||75 hp ||100 hp ||150 hp ||200 hp ||250 hp |
|Nitrous Jet ||25 ||31 ||39 ||46 ||51 ||58 |
|Fuel Jet ||13 ||18 ||22 ||25 ||28 ||31 |
|Total Timing ||- ||38° ||31° ||31° ||- ||- |
|*Indicates timing during the dyno session |
| || || |
| ||PN ||Price |
|F1 LS1/LS6 Power Ring || || |
|Nitrous System ||F-1003-10 ||$799 |