Order Hotline
1-800-697-0194

All Other Inquires Contact
us at Dallas Metro
972-562-9274

System includes:
Computer Controlled Command Center.
Self Contained Solenoid Box.
Plug in Wiring Harness.
Weather Pack connectors.
Wide-Open Throttle Switch.
Braided Nylon Nitrous Lines and fittings.
2 Nitrous Nozzles.
2 Nitrous Jets.
10lb. Nitrous Bottle
Bottle Bracket.

The PowerFool 2 makes Nitrous simple and takes away the entire headache of wiring. This system can be installed in numerous places, so if you have your own idea on an application that you would like to use you can. The PowerFool2 has many different applications that can be applied, such as the placement and the locations of your nozzles and the amount of Nitrous you would like to spray. This application can be used even if you have NOT O-ringed your heads. If you have stock heads the amount of Nitrous being sprayed should be limited.

When using the Powerfool2 we recommend using a custom burned chip that will aid in gaining the best results.

CAUTION! This system has the capability of producing up to 300hp and should be used in accordance to your application. If you have never used Nitrous before because of the fear factor you can now enjoy the added power without the confusion and stress that usually accompanies this feared power enhancer.

Test Cell Conditions

The test cell is arranged to test the engines under ideal conditions relating to the diesel fuel delivery system. The test cell fuel tanks are stationary and located six (6) to ten (10) feet above the engine. This setup provides two things that do not exist in the real world. One, positive fuel pressure to the injection pump. Two, diesel fuel free from fuel vapor and entrained air. This is directly related to the stationary fuel tank. With no agitation there is virtually no entrained air in the fuel and with the fuel being at a positive pressure to the pump, no fuel vapor is being produced!!

Real World Conditions

In the real world, the fuel tanks are usually mounted at least two (2) feet below and ten (10) feet away from the fuel pump, This configuration creates multiple problems associated with the fuel delivery to the engine. First, the injection pump has to draw the fuel from the tank by creating a vacuum. When diesel fuel is drawn by a vacuum fuel vapor is produced. Second, while the vehicle is underway the fuel is sloshing around in the fuel tanks creating entrained air. This circumstance has created a situation far from the test cell conditions which results in air and vapor being mixed in with the fuel when it is delivered to the injector. By having entrained air and air vapor in the fuel the engine does not perform at the engine manufacturer's specification. Air and fuel vapor occupy the space that should have pure fuel, thus delaying the injection of fuel into the combustion chamber. This phenomenon is better known as "RETARDED TIMING." The air/vapor present in fuel is very inconsistent making it virtually impossible to adapt the varying degrees of changes in injection timing. The retarded injections cause a multitude of problems in the combustion chamber!

Test Cell Conditions

The test cell is arranged to test the engines under ideal conditions relating to the diesel fuel delivery system. The test cell fuel tanks are stationary and located six (6) to ten (10) feet above the engine. This setup provides two things that do not exist in the real world. One, positive fuel pressure to the injection pump. Two, diesel fuel free from fuel vapor and entrained air. This is directly related to the stationary fuel tank. With no agitation there is virtually no entrained air in the fuel and with the fuel being at a positive pressure to the pump, no fuel vapor is being produced!!

Real World Conditions

In the real world, the fuel tanks are usually mounted at least two (2) feet below and ten (10) feet away from the fuel pump, This configuration creates multiple problems associated with the fuel delivery to the engine. First, the injection pump has to draw the fuel from the tank by creating a vacuum. When diesel fuel is drawn by a vacuum fuel vapor is produced. Second, while the vehicle is underway the fuel is sloshing around in the fuel tanks creating entrained air. This circumstance has created a situation far from the test cell conditions which results in air and vapor being mixed in with the fuel when it is delivered to the injector. By having entrained air and air vapor in the fuel the engine does not perform at the engine manufacturer's specification. Air and fuel vapor occupy the space that should have pure fuel, thus delaying the injection of fuel into the combustion chamber. This phenomenon is better known as "RETARDED TIMING." The air/vapor present in fuel is very inconsistent making it virtually impossible to adapt the varying degrees of changes in injection timing. The retarded injections cause a multitude of problems in the combustion chamber!

Test Cell Conditions

The test cell is arranged to test the engines under ideal conditions relating to the diesel fuel delivery system. The test cell fuel tanks are stationary and located six (6) to ten (10) feet above the engine. This setup provides two things that do not exist in the real world. One, positive fuel pressure to the injection pump. Two, diesel fuel free from fuel vapor and entrained air. This is directly related to the stationary fuel tank. With no agitation there is virtually no entrained air in the fuel and with the fuel being at a positive pressure to the pump, no fuel vapor is being produced!!

Real World Conditions

In the real world, the fuel tanks are usually mounted at least two (2) feet below and ten (10) feet away from the fuel pump, This configuration creates multiple problems associated with the fuel delivery to the engine. First, the injection pump has to draw the fuel from the tank by creating a vacuum. When diesel fuel is drawn by a vacuum fuel vapor is produced. Second, while the vehicle is underway the fuel is sloshing around in the fuel tanks creating entrained air. This circumstance has created a situation far from the test cell conditions which results in air and vapor being mixed in with the fuel when it is delivered to the injector. By having entrained air and air vapor in the fuel the engine does not perform at the engine manufacturer's specification. Air and fuel vapor occupy the space that should have pure fuel, thus delaying the injection of fuel into the combustion chamber. This phenomenon is better known as "RETARDED TIMING." The air/vapor present in fuel is very inconsistent making it virtually impossible to adapt the varying degrees of changes in injection timing. The retarded injections cause a multitude of problems in the combustion chamber!

2005 - 2007 Ford Fass Fuel System 95 Gph Flow Rate

1999 - 2004 Ford Fass Fuel System 95 Gph Flow Rate

1999-2004 Ford F250 & F350 Powerstroke @55 Psi Fuel System

1999-2004 Ford F250 & F350 Powerstroke @55 Psi Fuel System

2005-2007 Ford F250 & F350 Powerstroke @ 50 Psi Fuel System

2005-2007 Ford Powerstroke 180 Gph Flow Rate

Ford 2005-2007 F250 & F350 Powerstroke
Super Extreme Fass Fuel System @ 50 psi

Ford 2005-2007 F250 & F350 Powerstroke 
Fass Fuel System @ 50 psi

Ford 2005-2007 F250 & F350 Powerstroke 
Fass Fuel System @ 50 psi

Ford 2005-2007 F250 & F350 Powerstroke 
Fass Fuel System @ 55 psi

Ford 1999-2004 F250 & F350 Powerstroke 
Fass Fuel System @ 55 psi

Ford 1999-2004 F250 & F350 Powerstroke 
Fass Fuel System @ 55 psi

Ford 1999-2004 F250 & F350 Powerstroke 
Fass Fuel System @ 55 psi

6.0L 2003-2004 Alliant power Injector Race1 175cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2003-2004 Alliant Power Injector Race2 190cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2003-2004 Alliant Power Injector Race3 225cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2003-2004 Alliant Power Injector Race4 285cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2004-2006 Alliant Power Injector Race1 175cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2004-2006 Alliant Power Injector Race2 190cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2004-2006 Alliant Power Injector Race3 225cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.

6.0L 2004-2006 Alliant Power Injector Race4  285cc ($180ea. Core)*

 Notes:  *All performance 6.0L injectors require 65psi fuel pressure and adequate oil supply.  Failure to meet critical pressures and volumes will result in injector failure.