Mike has custom kit. It hitts the regulator and spikes the rail/injectors dumping globs of fuel to compensate for the shot. But his problem is the pcm is also compensating for the extra air and adding more fuel than he needs.

 

V6bird, here's an idea can you tune it on spray a little leaner to counter act the spiking process, as this shouldn't effect n/a? Or, it seems as you say put it after maf, it will still be a dry hit as nothing wet is going through the manifold. Timing can be pulled another way, right?

 

15x10 pro stars with MT 325/50 DR's? How hard was it to get them to fit? I know about the calipers being grinded, but how about pounding the well?
-Steve

 

Nice times!! I think I met you Friday when I was with Dirk.

 

Yes it is truly that way...But WHen i was trying to spray big it would only see 12.0...I didnt want that. With 80 psi FP on the spike and going through the MAF its getting fuel from the PCM and the regulator.

Tell me more about the MAP based timing retard...I was doing my timing based on the load the MAF sees as g/sec i think. If I can do the timing retard off the MAP sensor then thats exactly what I will need to maintain the hugest pro of running a dry kit. One table with 2 seperate sections of a tune it. One NA part and one Nitrous part. If thats the case I can get this kit to really make some power here soon. Post up the info please!

 

That was almost the deal but considering torque spikes kill parts, and its already making 200+ at the wheels on the 150 pills pig rich more juice wasnt a good reliable answer. Id rather fix the MAF/MAP timing stuff and put the nozzle on the back side of the maf to eliminate the MAF from adding fuel. Can this be done or will it still see the "load" since the motor will be trying to pull more airflow across the maf anyway when the juice is activated on the other side of the maf.

I know its still a dry kit on the other side but i was more worried about the timing issues....Wet kits run only one table to access their timing. Basically in Edit you have a set amount of timing that you will run NA and juice with. My dry kit sees 2 different sections on the timing table because of the load against the MAF.

Mike

 

thats correct!

 

Yeah ATV setup doesnt read two different areas anymore it reads high on motor and bottle now? Doesnt make sense, not much was changed from last year.

I dont think if you put the nozzles after the MAF its going to read any higher MAF readings, the VE of the motor actually drops the farther away from the intake valve the gas is coming in. I dont think airflow requirements change a whole lot on the bottle. Im still leery about spiking the reg, we did it this way with LT1s a few years ago, but I dont like running high pressures on injectors, taxes the **** out the fuel pump, and would only do it on a disc style injector not a pintle. You running Lucas or other disc inj? Im sure its a mondo pump

V6 what is your "150 pill" jet size and orifice type? Waynes is a single NX .063 150 See 140 at the wheels with 242/242 cam, not exactly a nitrous cam, its from last years motor setup. Why dont you restrict the line going to the reg. keep it from spiking the injector so much? We used a T and a jet, I assume your doing something similair?

 

Hey Chad, if you remember the guys giving Dirk a hard time, yeah that was at least someone from the Glen burnout crew
What da hell you doin all the way out here

 

I came out for the weekend to chill with Dirk and give him some lessons..

 

Last year with this old dry kit and a single nozzle with 900 psi in the bottle i used a single .082 jet to make 150hp at the wheels. I couldnt get the car to supply more fuel through the PCM because It never dawned on me that the MAF tables could be changed to richen it up more in the higher frequencies until recently and the fact that i didnt have access to a readily availble Edit cable.

I do use a T to restrict the spike...Thats not the problem...That part is working...Just that the injectors are being told to add more fuel via the load on the MAF which used to max out at 12.0:1...Not only is it getting a spike of pressure from 56 to 80 psi but the IFR table values are also getting overly inflated due to the massive fuel spike in pressure. So in turn the car is dumping fuel in!

When i did change the pill to restrict the fuel...The car initially went .4 points leaner and picked up 36 hp on the initial hit but actually lost power after that...All with 1050 psi in the bottle. at 5600 RPMs the car had lost 30hp over the smaller fuel jet (was 42 went to a 47 jet) I had a match race on Sunday and didnt have time to dick with the car really and knew it was fat at 10:1 when it was activated all the way out to redline. I know when the tune is straight it will come alive on power with the current pills which are actually supposed to make like 240rwhp...Ill step them back down to a true 150 on a mustang kit which is like a .067N and a .042 with no shims in the spiker and see how that does for rear wheel power...

My goal was to make 600rwhp for the race and thats what it did with a fat AF. So i went to race the guy and won.

Mike

 

Well sounds like it did the trick for the race thats for sure! Thats odd how it responded to the differing line pressure.

I think how Waynes setup is we may have found a restriction in the 3AN line w/ a 90 degree turn right at the nozzle. It didnt pick up much in the way of power above his current .063 jet, so we put that back in. I just want to know why his MAF isnt helping the fuel out now Want to trade MAFs, his too lean yours is too rich, yeah thatll work

I think your on right track, just move it behind the maf and start with smalljet

 

Had to cut the Bump stops off and a good bit of pounding

I'm also running a 5/16 spacer for now (upgraded to 1/2" studs and they are 3" long)

 

Hey whats up, Thats a long hike to see that SLOMOFO

 

[QUOTE=GrannySShifting]Yeah ATV setup doesnt read two different areas anymore it reads high on motor and bottle now? Doesnt make sense, not much was changed from last year.
[QUOTE]




Ya, we just changed Heads, advanced the cam, new intake, new headers and exhaust. Oh ya and bumped compression up a full point +.

And the badass DR's

Not much

 

Yea but it was well worth it. Dirk is a great guy.

 

That's exactly what is was worried about in your other thread.

"I understand everything except how you can still spray in front of the MAF. How is that not adding fuel as well? I have ran this type of system on my other cars, but they are all MAP sensor cars, not MAF."

I'm curious to see what your A/F will look like with only the extra fueling from the added fuel pressure. How much have you played around with the vacuum T-jet? Can you make major changes in the added fuel pressure or just very minor ones? Also, where are you running the vacuum from? I had a problem in the past with leaning out the cylinder closest to the vacuum port. All the nitrous that was passing through the regulator line was building up on that one cylinder along with the existing shot and hitting it harder than the rest. So I had to set it up differently from the way the kits were designed to begin with.

 

I do not believe it's running one vacumm! It has straight nitrous to the regulator, just like referencing boost. When he hits the n20 it hit the regulator hard. What's 1150 psi gonna reference to? lol max I think. It really depends on the base pressure and what it jumps to. If it reference 1:1 it'll max out the regulator I think. I'm sure Mike can explain more.

 

Note: It's adding fuel when he has it in front of the maf that's why he's gonna try to move it behind the maf.

 

Hope this helps and clears some of it up. I'm not trying to be rude or anything.