This installation isn’t new but it’s quite interesting so we thought it would be worthy of a blog entry as it brings a modern twist to a high power solution that’s been around for a very long time!

Most common nitrous oxide installation systems are quite basic in that they have one nitrous nozzle and one calibrated fuel nozzle per engine, normally firing into the throttle body. A fairly low power upgrade can often tolerate this sub-optimal solution, but the poor control over fuel delivery and the uneven mixture of fuel and gas in the individual cylinders makes this method very limiting.

The ideal method it use one nirous nozzle per cyliner mounted as close to the back of the inake valve as possible, and use the original fuel injectors to deliver additional fuel when necessary. This presents an engineering challenge in mounting 6 nitrous nozzles in the intake manifold, and an ECU/fuel injector package that can control the engine under normal boosted conditions, and can provide and control the additional fuel and trimmed ignition timing when the nitrous is activated.

The donor car is a 1998 Toyota Supra VVT which is no slouch having already benefitted from a 3.2 litre all steel stroker kit, HKS camshaft/VALCON system, HKS GT2835 twin turbochargers with R Type intercooler, HKS V Pro ECU and 1000cc injectors +++ etc.

First things first, so the intake plenum and manifold is removed, the manifold is machined to accept one nitrous nozzle per cylinder.

one nitrous nozzle per cylinder.

The nitrous gas needs a distribution manifold to feed all 6 nozzles equally. Here you can see the (blue) distribution manifold that we’ve installed on the plenum.

6 way nitrous distribution manifold

This particular installation has a farly large shot of nirous (200hp) so we need to ensure that the capacity of fuel delivery system is adequate at full power, so we ran an additional fuel pump, fuel line and filter etc. To ensure equal fuel distribution between the cylinders, we fed each end of the fuel rail and returned the unsused fuel to the tank from the middle of the injector rail.

We mounted the solenoid actuators in the nose on top of the intercooler due to space constaints. It’s pretty busy in the engine bay!

With a 200hp shot, at full throttle/VMax  it’ll be using a lot of gas so 4 x 11lb bottles are necessary! We set about making the boot (trunk) ready.

Boot converted to accept nitrous bottles

Carpet and brackets installed.

Polished bottles aren’t standard but are a worthy option for those who want to look good!

Polished nitrous bottles

The interior work can get a little messy as we run the wiring harness and switch gear.

Our client likes the aircraft type switch gear, only one of these is for arming the nitrous system.

Installation complete, the high tech control system is defined as:

• System armed via aircraft toggle switch
• Anti-lag or full power selected
• FCON V Pro “sees” full throttle
• FCON V Pro switches to specially calibbrated nitrous fuel and ignition maps

The outcome is a car that starts, idles and drives like a standard car when needed, reduces the throttle lag caused by large turbochargers, and provides an additional 200hp!

The HKS V Pro ECU can be bought here

The HKS FCON harness can be bought here (note that there are 2 types!)

The nitrous kits and options can be bought here

We’re big fans of Toyota’s awesome little 2ZZ-GE here at TDi-plc, as it’s found in some of our favourite cars, including the Lotus ELise / Exige, the Celica and the MR2. It’s also an increasingly popular choice for tuning and, as always with engine tuning, to get top results you need top quality parts - Cosworth parts!

The latest Cosworth release for the Toyota 2ZZ-GE engine are forged pistons. Designed and manufactured 100% in house at Cosworth Engineering, the forged pistons use an optimised dome shape to maximise the compression ratio in combination with a design that features the most efficient use of materials.

With a wide variety of requirements in mind from turbo conversions to motorsport, the Cosworth forged Toyota 2ZZ-GE pistons are available in three compression ratio choices: 10.0:1, 12.0:1 and 14.0:1.

As well as being considerably stronger than the standard Toyota pistons, the Cosworth 2ZZ-GE forged pistons are up to 18% lighter, which helps to reduce the reciprocating mass of the engine.

A green Xylan Teflon based coating is used on the skirts of the 2ZZ-GE pistons to reduce friction. This coating also ensures that the Cosworth forged pistons are directly compatible with the Toyota engine’s metal matrix composite (MMC) liners.

 The Cosworth pistons for the 2ZZ-GE come supplied with bore compatible gas nitrided piston rings, gudgeon pins and circlips. Priced at £695.00 excluding VAT, they’re available now from Torque Developments Plc. Find out more at this link: -  http://www.tdi-plc.com/catalog/engine-hardware-technology-c-107_290_1339_1340_1344.html

• A 93 mm, long stroke, dynamically balanced forged steel crankshaft (standard stroke is 86 mm)
• Forged steel I-section connecting rods with fully floating small end bushes and central oil feeds to the gudgeon pins
• High strength gudgeon pins and ARP connecting rod bolts
• Forged alloy pistons balanced to within +/- 0.25 grams and with improved oil return system to provide superior lubrication at high outputs
• Low compression piston design – an 8.2:1 ratio can be achieved with a 1.5mm thick head gaskets
• ‘Defric’ coating on piston skirts to reduce friction and aid running in
• A choice of capacities – 2161cc (using 86mm TODA pistons) and 2211cc (using 87mm TODA pistons)

Proven during extensive dyno testing and track evaluation, the TODA Racing 3S-GTE stroker kits are available now, exclusively from TODA Europe, a division of Torque Developments Plc priced at £3915.75 including VAT @ 17.5%. Please clikc through to the following link to purchase: http://www.toda-europe.com/catalog/index.php?cPath=94_293_314&osCsid=b8076f998fcfdd8b04e73b835d92e716