So I've read multiple threads on the IAT "tricker" setup where guys use it to pull timing. Usually when using a MAF but sometimes with an SD tune. And I've seen some with success and some that recommend against it like this one. https://ls1tech.com/forums/nitrous-o...tial-boom.html

I like everything about the concept of being able to safely spray whenever you want. Have your nitrous arming switch control my window swith/WOT box, then have the output of that box control not only my nitrous solenoid, but also my "timing tricker". Use it anytime with no laptop needed.

My thoughts with using the ECT sensor is that you can pull timing and also add fuel, and with the SD setup, you can have HPT effectively ignore the ECT sensor for airmass calcs. That way the pcm will not be trying to compensate fueling elsewhere in the tune without you being able to really adjust it like what happens with IAT "tricker"

Here are the 3 adjustments I think I would need to make.
First, change the cylinder charge temperature drop down tab to "disabled". In the description at the bottom, it shows that the airflow calculations would all be biased totally towards the IAT.



Then, go into the power enrichment table and find ECT adder table. Let's say we trick the ECT sensor into thinking it is hot...at the top end of the table 284, I can add as much fuel as needed to make the wideband happy




Then for timing control, find the ECT Spark Advance Correction, and again at the top of the temp range 284, change however much timing I need.



The questions I have up in the air still are:
1. if I disable the complex cylinder charge model...will the PCM even use the ECT tables I've mentioned?
2. Does anyone that has done this with IAT or ECT have a decent starting point for what to use in the power enrich table? Like for xxx amount of nitrous you should add yyy amount of fuel in that table?
3. Does anyone have experience with a better way to do this or have recommendations/comments as to why this method would not work?

 

1. Not sure but easily tested by setting a relay to cut signal from the ect. See which way it sends temp then pull timing from that colum and test again to see if timing is actually pulled. Nitrous off of course.

2. I've used iat and personally never try and remember values to add per shot size. To easy to mess up something there so I alway start on 50 shots and work fueling up until it's rich then move to the 100 jets and repeat until I get to shot size wanted.

3. It's pretty much free unless you need to buy relays and resistors if your targeting a certain temp. I say try it, keep N2oBottle off and there's no chance of any real damage. If logs show timing being pulled and fuel being added turn the bottle on and have fun. A side note, if you use resistors to target a certain temp you could setup and tune different temps for different shots.

 

Up in iowa we just got 3.5" of snow and the transmission work picked up with a few Transbrake 4l80e's for me to build. So I won't be getting to this as soon as I had hoped.
But I hope to test the ECT "tricker" method soon and will report back with what I find.

I have jets from 35 to 200 hp so I'll start small and work up with fueling. I was moreso just wondering if someone else had used the PE tables for dry nitrous and could let me know if I was in the same ballpark or way way off.

 

I think the ECT is a good idea I have been looking into using this for timing and thought about something like this for dry aswell. I agree on SD I at is to critical of a measurement to be tricking you need to know the airflow coming in ect has less impact and is more known when your racing.

i don’t know that you have to turn the ECT off since it will be a consistent temp you can just work that into your fueling calculation if turning it off screws up the PE usage.

i have done some calculation like this before but it will vary slightly with weather I think when you add fuel since you will be using eq ratio that is just a percentage more fuel than what is needed for maintaing 14.7. You can figure out how much your adding using air flow from a log then you know what fueling is needed for 14.7 and your just adding a % of that. For how much fuel you need look at a jet chart that has pph for nitrous and a nitrous to fuel ratio and you should get what you need to put in for fuel.

I have made an excel at one point to do this sort of calc if you want some help with those calls let me know I would be very interested in how this turns out as I have been thinking of doing something similar.

 

I'd be interested in that table if you have it and are willing to share.
Otherwise I'll just start at a 35 and work up 50-75-100-125 etc slowly creeping up on the fueling and I'll record/post what it took to get the AF right for each.

 

https://nitrousoutlet.com/files/jett...erFlowData.pdf

according to nitrous outlet jet chart you need to add 19 pounds per hour of fuel for a .035 jet 42hp shot. You can figure the percentage of fuel that is compared to one of your logs and that should get you in the ball park of what you need to add for fuel.

You will probably need some by rpm compensation to keep afr consistent using eqr but you can calculate what rpm you need the biggest % and then apply that across to get started. To be conservative add 10% to you calc just to be safe on a 35 shot you will be ok if your off a little but as you go up you can get a sense of how concervative your starting point needs to be.

i will try and find the calculator I made for this sort of thing and share it with you if I can find it.

If that is all too long take you motor hp and the percentage of the shot to motor hp that is roughly what you need then add a few percent for richer afr and being concevative.