We used Loctite 545 thread sealant on all of the unit's AN -4 fittings and cranked them in tightly to ensure there won't be any fluids lost at the solenoids.
We were blown away by the quality of the kit's V-Force 2 nozzle, as it is made specifically for single-nozzle applications and isn't a fogger-kit refugee. Because of this, we used a uni-bit to drill the proper-size hole and installed the nozzle in the air-inlet tube a bit farther away from the throttle body than the 4 inches common for similar-style nitrous systems.
One of the problems common to single-nozzle nitrous systems is that fuel has a tendency to puddle at the throttle body. By moving the nozzle, it should improve the quality of the fuel/nitrous/inlet-air mixture and overall distribution in each cylinder.
Whenever a nozzle is installed before or in the middle of the bend in the air-inlet tube, it's critical that you make sure the flow pattern runs with inlet airflow toward the throttle body, not against it. Once our V-Force 2 nozzle is aimed properly, it's locked down with the included jam nut. Greg's was installed in the tube with a dab of silicone on the threads to ensure a leak-free seal.
Nitrous Pro-Flow provides a tuning map with jetting info for making 50-150 hp. The Universal Kit also comes with a cool tackle box loaded with electrical connectors, jets, AN -4 fittings (red is fuel, blue is nitrous), and all of the other small pieces needed for installing the system in no time. The unit's stainless steel nitrous and fuel jets are CNC-machined for accuracy. They won't erode or wear with time or usage, which has proven to be a weakness of brass jets.
We encountered one minor snag while installing the Pro-Flow nitrous system. The passenger-side fuel rail in the 'Stang's returnless system was void of a Schrader-valve test port. This port is where the "wet" part (fuel) of an EFI wet nitrous system starts, and without it, we may have had to put the entire project on hold.
We glommed the piece of rail we needed from a donor engine that was tucked away at Extreme Automotive and rigged up a 90-degree AN -4 fitting that will accommodate the feed to the fuel solenoid.
Connecting the fuel line from solenoid to nozzle basically completes the process of making this nitrous system "wet." With the Pro-Flow system, a 'Stang's OEM fuel setup is fine and there's no need for auxiliary pumps, larger fuel injectors, and the like. Custom nitrous tuning can be done with a wet system through trial-and-error jet changes. We recommend that an air/fuel gauge be used if you're dialing in a nitrous system without a dyno and some sort of tuning software. We acknowledged that this project is somewhat of repeat history. Throughout the years, we've learned that 50-75hp nitrous blasts don't do much in terms of power gains for naturally aspirated 'Stangs-although it does work well as an oomph-enhancer on '03-'04 Cobras. With that in mind, we bypassed the entry-level jetting and loaded a 100hp shot (50 nitrous/29 fuel) to begin our evaluation.