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!