Nitrous Supply's Mike Flynn at work on our throttle body. The nozzle mounting can be done with a hand drill if you're careful. The TB material is thin so, to ensure the nozzle doesn't back out, use a thread locking compound such as Valco Cincinnati High-Strength Thread Locker. After nozzle installation, thoroughly clean the TB to eliminate any metal chips.
Spray
Project Fast Victor Six's final mod was nitrous oxide injection from Mike Thermos' Nitrous Supply. We installed a "Universal Dry Manifold Kit" (PN NS06100) and a "Wide Open Throttle Switch" (PN NS25633), intended for a stock block V-6 with electronic throttle control and a vacuum-controlled return-type fuel system. This kit, with a .040" jet, typically gives a 75hp shot.
Nitrous is injected just downstream of the throttle body's MAF sensor. Extra fuel is supplied through the injectors by increasing fuel pressure. Nitrous at reduced pressure is fed to the stock fuel pressure regulator which ramps-up wide open throttle (WOT) fuel pressure from the normal 52 psi to 65-70 psi. That higher pressure brings more fuel flow if the fuel system has been modified and we accomplished that with the Racetronix Fuel System. The system has two solenoids with the second unit connected to a fuel pressure safety switch which prevents nitrous injection until fuel pressure has stabilized at the higher level. Normal fuel pressure is restored once nitrous is cut-off.
Nitrous Supply's Mike Flynn installed the nozzle in FV6's throttle body, and then we returned to our shop to install the rest of the parts. As this kit is not specific to a V-6 Camaro, there were extras, mainly fasteners, some 3/16 fuel hose, an extra 7' of AN-4 nitrous hose and fittings, necessary to get it working. In places where the nitrous feed line runs near our Dawson Headers, we insulated it with Design Engineering Heat Sheath (PN 010419).
It's critical that the nozzle point to the rear of the TB. If it does not, nitrous oxide can "bounce" off the sides of the throttle body, causing errant mass air flow sensor readings resulting in significant problems with fuel delivery. Take a fine-point Sharpie, mark a line on the top of the nozzle then tighten the nozzle until the line points to the rear.
We installed the Nitrous Supply WOT Switch on the left inner fender, just behind the fuse blocks. It triggers nitrous on an engine without a mechanical throttle linkage by sensing throttle position sensor (TPS) voltage and activating the primary nitrous solenoid just before the TPS goes WOT. This voltage varies depending on the engine. With our V-6, TPS #1 indicates WOT at 3.30-3.32v, so we adjusted the "WOT Box" to kick the solenoid on at 3.28v.
We rolled FV6 on Westech's Superflow Autodyn for the final time, put a mix of 1:2 Rocket Brand 100-oct Unleaded Racing Gasoline and pump gas in the tank and let fly. On nitrous oxide, the car made 291.3 hp at the wheels at 5656 rpm. A 75-shot indeed! Bummer about the valve float, though-if not for that, we'd have been at 300.
Next, we put the Vericom VC3000DAQ Performance Computer in the car and made some 1/4-mile passes, but there's a catch. Due to circumstances beyond our control, we tested at a different track than where we baselined the car. We ran 15.10 seconds and 90.76 mph on the motor, an improvement over the 16.19/89.12 we ran at the start of the project.
The two Nitrous Supply solenoids mount to a small bracket which we installed on the stock, power steering reservoir mounting bracket.
With nitrous oxide, we went 14.28/103.62, a credible yet modest improvement. Because of valve float and session-ending bad weather, we couldn't get our starting line technique right. Leaving at 2500 rpm, then squeezing as soon as the car hooked, would blow the tires away a second time. The DPSS shift light flashed and the engine was past 5700 rpm in valve float almost before we could shift. We never learned to properly deal with that. With another 300 useable rpm, FV6 might have been easier to drive on spray in first gear and, with more practice, we'd be in the 13s where the car ought to be.
Clearly our Extrude Honed intake manifold, DeGroff heads with Manley Valves, Comp Cam and valve train, Dawson Headers, Flowmaster exhaust, Z-Industries computer programming and the hardware from Nitrous Supply all work very well.
After more than a year, it's time to turn-off the lights and shut the door on Project Fast Victor Six. We've learned a lot and hope you have too. If you enjoyed this series, let us know. If we hear from enough readers, we might do an encore later this year.
With the power steering reservoir bracket in place, the solenoids are in an out of the way spot ahead of the reservoir, below the ABS modulator valve and behind the lower radiator hose. | 
If you remove a rubber plug on the top of the Nitrous Supply fuel pressure safety switch, you can adjust its trigger pressure with a hex key. The default setting is 50 psi, but it must be readjusted to turn-on 3-5 psi above a V6's nominal fuel pressure range of 48-52 psi. The best way to do this is test the engine's fuel pressure per the Service Manual, then use a calibrated air source to set the switch 3 psi above the pressure you read. | 
We built a wooden frame, painted it gray, bolted Nitrous Supply bottle mounts to it and Voila!-a removable nitrous bottle which fits nicely in the Camaro's cargo well. |