For the hard-core racer, sometimes the standard nitrous plate system just won't cut it. Speedtech's Jason Sharp explains that with the advancements in individual cylinder tuning through timing, it's now possible to eliminate any inefficiency in a direct-port nitrous system. Now that you can individually tune each cylinder to its maximum output, why not make sure your nitrous is performing just as well?
A direct-port nitrous system is much more efficient in delivering the juice and fuel through each individual runner than a plate system. In a direct-port system, nitrous is dumped into each cylinder rather than sprayed erratically into the plenum.
To get an idea of how to plumb like a pro, we followed Speedtech through the entire process of preparing a manifold with a single-stage system. We started out with an aluminum Edelbrock Super Victor manifold, and it was turned around in about five days with all the bells and whistles attached. To get the inside details on plumbing, tag along and see what's involved in completing a nitrous job yourself.
To begin prepping this manifold for Speedtech's Tech1 direct-flow nitrous system, we first placed dykem on the face of the manifold to show the lines as we scribed it with a straightedge. Since the center of each port must be determined before drilling for the nitrous nozzles, we measured the width of each port and divided by 2 to find the centerline for proper placement. Next, the manifold had a 0.500-inch end mill to hog out the space for the nitrous nozzles and bungs.
The nitrous nozzles were measured and compared with the measurement of their nitrous nozzle bungs. Justin Terry used a depth gauge to determine how much "sink" the nozzle will run in through the top of each runner. Every bung was then cut to size, leveled (vertically), and welded into the runners.