Ive seen a few times on this board people asking about
running dry systems on there TPI car.
Many reply that you cannot or there is not one made.
I have talked to nos today and they recomended a dry kit to me
and it works like a FMU would for a charged car -- it adds fuel preassure for compensation.
The reason behind my wanting a dry kit is because NOS does not recomend a wet kit for use with a mini ram due to puddling.
However i dont plan to use a kit im going to buy 2 dry nozzles
and compensate through the prom for more fuel.

 

i guess it just depends on how much boost you want.

i've heard dry kits are just fine, but you can't use as much boost as with a wet kit.

zex is another company that has an applicable kit for TPI, their jets are for 55-75hp.

i'm not interested in adding 150+ horses, i just want a `lil more boost so i'm going to try out this zex dry kit in the next few months.

 

K first you need to call nitrousexpress and not NOS, because they dont know there *** from a hole in the ground!! It proves it when they say a dry kit is better because our computer will compensate????WTF!!! Ya right!!! A wet nozzle kit will be better, I recommend a NX "Shark" nozzle, it flows up to 250hp compared to the NOS 150hp capabilitys. Check out all your needs here www.nitrouswarehouse.com talk to john.

 

Oh ya, once again, our computers are retarded and will have trouble compensating, so dont rely on it or it will go KABBBOOOMMMMMMM!!!!!!! Get a Wet put it 6 inches from the T/B and you will be fine.

 

obvously you do not know how their dry kit works!!!!!!!!!!
you are thinking of an LS1 KIT which uses the MAF to compensate,
Nor have you read my post slow enough!!!
the dry kit for our cars uses something similar to a fuel managment unit for a super charged car, more boost=more fuel
pressure .
you run a pressure sensitive line to the regulator so therefor
when nitrous is added so is additional fuel pressure.
Never does it rely on the ecm to compensate......

 

Also you have not read my reasons for wanting a dry kit,
I want no more than 100 hp and plan to use the prom to compensate(I burn my own)
so i can make a very clean simple 1 selinoid setup and hidden.
(Thats why i named the post clarified) you have not read the clarity.

 

I have a question.

How would you get more fuel into the engine just by adding more fuel pressure? Wouldn't the injector pulse width determine that?

 

If you have more preassure during that PW you will force more fuel through.
Same as your kitchen sink,one sink has 2lb of water preassure
and another 3lbs under the same time open one will flow more.

 

Check out the post for "Dry systems for F-bodies". I've set a reliable system up for very little money. It can be adjusted up to 200 hp and works like a charm (assuming basic math for tuning isn't a problem). You must be able to calculate injector flow increases do to pressure changes. The formula is easy. Other than that you need a good AFPR, a good fuel system that isn't already volume limited, and a decent fuel pressure gauge. W/B o2 would be a plus but not manditory if motor is already rich on the top end ( most of ours are!). The rest can be found at the aforementioned link. Later!!!!!

 

Just curious, 87_TA...

The old TPI specific dry kit that NOS made used an electronic "interceptor" module that increased the injector pulse width while the nitrous solenoid was open via an input wire from the actuation relay. The DFI system does the fuel enrichment by increasing the pulse width while nitrous is spraying too.

Just curious if you intended to make an input wire to the ECM to enrich the fuel mixture only while the nitrous solenoid is energized or what.

 

Ohh Thats how they did it?
Well no i plan to just bring up my PW using the PE %ADD VS RPM
table to get my PW to 90% duty cycle well maybe 80% to start
and then start adding n2o until i reach 12.5-13 A/F ratio.

 

That's cool, so you'll get fuel where it can be, then add nitrous to match.

I suppose you'll have a "nitrous specific" PROM for when you intend to spray and a naturally aspirated PROM for when you don't intend to use nitrous.

Once you get the bugs worked out that way, you could try delving into source code patches and make use of an unused ECM input. Then you could make up a fuel table to enrich only during nitrous solenoid on time. If you can find two unused inputs you could even do a two stage setup.

If you can find any unused outputs, you could also set up nitrous solenoid activation tables, like a window switch by RPM, cut off before rev limiter engagement, throttle position, etc. That would be extra trick.

 

I used the 5115 (ford kit) dry manifold kit for years, I used it with the 85 computer (the worst) with 24# injectors and a 415 SBC. I only ran a 75 shot because when I ran the 100 shot my fuel quality vs. compression was not compatable and detonation was the result. adjusting timing and 30# injectors might have solved the problem but experience tells me that 91 octane and 11:1 compression were the main factors. 75 hp on a 415 is barely a boost but remember I am at 6000 feet here in cheyenne wyoming

 

Hey 87_TA, what computer are you running? The 730 or 165? By now I'm sure your aware of the fact that the 730 (SD) setup is the only one that has VE tables to modify for this application. Unless you use the power enrichment function. Therefore, I'll assume your running the 730. In either case, since its batch fire the injectors fire once for every rev., unless its in double fire mode (just half the correction). If you have a pretty accurate dyno test, you can calculate the required fuel necessary to support 100 hp levels. For an additional 100 hp and a BFSC of .55 a fuel flow increase of 6.875 lb/hr is necessary. Keep in mind that's the calculation you need to meet with a pulse width change. If the fuel pressure is to remain constant, and If I remember correctly you said your only at 6X% duty cycle now, then to accomodate the change in flow rate (i'll assume 60%) you need to adjust to a 24.875 lb/hr flow rate (roughly 82.9 % duty cycle). By the way are you sure your injector duty cycle is that low? I only see it being that low on a 30 lb/hr injector if the motor is producing 250 to 290 hp ( BSFC = .50 +-.5). Is this what your getting? Later!

 

I went back and looked at your previous post, you said you were running at 67% duty cycle now, therefore with a 30 lb injector your only seeing a 20.1 lb/hr fuel flow. This means your injectors are really oversized for your application, but they give you plenty of room for nitrous. Since you are adding 100 hp, a flow increase of 6.875 lb/hr is needed, which puts you at a flow rate of 26.975 lb/hr and a duty cycle of 89.9%. This means your limit of 100 additional hp is justified. So, from this just correct your PE tables to accomodate a 90% duty cycle and your more than on your way!!!! Don't forget about taking some timing out! For this level 2-3 degrees will be more than enough, reduce as necessary. By the way 67% duty cycle puts you at about 325 hp, pretty decent! Later.

 

IROCZ4me has a decent idea about electronic nitrous activation. I'm assuming, since the miniram your using doesn't have EGR, you disabled it in your prom. If so you could simply use the EGR purge vs. RPM function to act as the switch for the solenoids. Just find the ECM wire for EGR canister purge and run it to your solenoid relay. You could then adjust the purge function in the ECM to kick your system on at any rpm. Just a thought!!!

 

Thanks Guys,
Yeah i had my HP figured to be about 332 ,so far ive bested a
12.96 @ 106.7 - stock converter killing me,but tranny was pulled today and holeshot 3000 on way along w/walbro gss340 in tank
pump.
As for the EGR to activate nitrous I was planning to try that,
Figured as long as there is 12v i can turn on and off when ever
i want.
You are correct i am using a 7730 ECM ,just converted last month.
Wow we have some good stuff starting here.