The difference between a plate system and a port system like the Pro Fogger is the method of delivery. The plates simply bolt to the intake manifold directly below the carburetor, and the port system requires holes to be drilled in the intake runner directly above the intake port.
The installation of the actual kit required more skill than tools. It's mostly about knowing how to use a tubing bender without kinking it. Have you noticed that we keep farming this job out? Certain members of the staff (Glad) are kinkers. | 
The plumbing installation was performed by Bill Thurmond at Nitrous Supply in Huntington Beach, California. For $350 plus the price of the kit, he will plumb in the entire system with turnaround of about a week. After seeing his skills in action we decided it was worth the money. We made sure that the manifold was complete with the linkage and the carbs so he knew where to run the lines. |
Thurmond preseated each fitting with its ferrule before installation. That way you aren't putting a bunch of pressure on the freestanding lines on the manifold and mangling them. | |
Since hood clearance and horsepower greed led us to use a fogger-style port system, we had to choose between the Sportsman Fogger and the Pro Shot Fogger. The primary difference between the two is the size of the solenoids and ultimately the amount of power the system is capable of delivering. The Sportsman uses Powershot solenoids and can deliver from 50 to 250 hp. The Pro Shot uses a Super Pro Shot nitrous solenoid and a Cheater fuel solenoid for 150-500 hp. You can also combine a fogger with a plate for a two-stage system, where a smaller first stage can be activated off the line to maintain traction; then the plate system will arm somewhere down the track to maximize midrange and top-end speed. Since we will be using a timing system to ease the nitrous on as traction permits, we decided to try the big Pro Shot in a single-stage arrangement. Oh, and we like the idea of an extra 500 hp too.
The last step is hanging the solenoids. There are instructions that are included with the kit, but they don't tell you to tighten the fitting with a vise. Just don't clamp the solenoid in there. | 
Thurmond used a bandsaw to make the cuts clean. But what are the marks for? |
The left mark is made while the line has been pushed into the distribution block. The right-side mark is the actual location of the cut. If you cut on the left line, the line will be short equal to the distance from the seat of the fitting to the opening. | |
Little Hit
649 hp at 5,200
638 lb-ft at 5,500Nitrous doesn't provide a torque curve. It's true. Unlike other power adders, the heroism of nitrous is that you get the torque peak and the horsepower peak right after you hit the button. According to Mike Thermos, owner of Nitrous Supply, peak cylinder pressure usually occurs about 15 degrees ATDC using gasoline. When you add an oxidizer like nitrous, the increased speed of the fuel burn puts peak cylinder pressure earlier in the power stroke, sometimes too early, causing detonation. That's where the rule of thumb that says to retard the timing 2 degrees for every 50 hp worth of nitrous comes from. It puts the pressure peak back where it belongs.
For all the nitrous runs, we used the Race Demon 650TR carbs jetted with 71 primaries and 72 secondaries, dialed back the timing to 28 degrees total, and used NGK R5671A-8 51/48 long-reach plugs, the coldest range available from that brand. The Pro Fogger uses two jets for each nozzle, so there are a total of 16 jets in one system. With #22 nitrous and #24 fuel jets, Brul hit the button at a conservative 4,500 rpm to make the number. He says that you can initiate a 175-shot as low as 3,000 rpm as long as you are at full throttle.