Phoenix64

iTrader: (3)

Everyone I have talked to who has owned both dry and wet kits says the wet kit hits harder. I'm just wondering why? It seems to me that 100hp worth of nitrous should add 100 hp as long as the a/f is the same no matter how the fuel is delivered. How can a wet kit develop so much more torque? Thanks.

WizeAss

iTrader: (5)

the way the fuel mixes with the nitrous on the pattern is what I heard.

383LQ4SS

iTrader: (33)

it doesnt

chris93266

iTrader: (5)

ditto dry hits harder

V6 Bird

iTrader: (15)

You are correct. Ive yet to see a wet kit make the power pill to pill that my 5115 dry kit makes on my LS1.

Robert56

iTrader: (2)

I should add this to the wet vs dry thread that is going. Another Myth about dry hits. This is where I think this myth really comes from: Early on when the LSx platform first came available the NOS 5177 was the dry kit use, and the vast majority did so. Well the NOS 5177 is/was rated at the crank, so a 100bhp kit was actually about a 85rwhp hit. So you can see it was over rated. Then you have the wet kits that were under rated stating a 100rwhp when in fact it was a 125rwhp shot. All of a sudden, wow the wet hits harder and makes more power.

The facts and testing show, through phyisics, that an x amount of nitrous, and an x amount fuel, wet or dry, will make the same power/torque, if a/f ratios are the same.

Some other manufactures also rate dry hits at the crank. I think this is just a marketing ploy, that covers some butt. The reason being, some of the early lsx cars run the 26lb injectors, so running out of injectors even at a 100rwhp is a concern, and the ensuing lean condition. Then those that buy a dry kit think it's a 100 hit but really it's a 85 hit when comparing to other kits.
Robert

white2001s10

iTrader: (4)

Two reasons.
1: wet systems do not automatically pull spark advance.

2: The torque peak is a function of intake port design and is very dependant on the intake charge density. The charge density in the port is more with a wet system.

srsnow

I think it the same reason plate systems hit harder than direct port on carbureted cars. The fuel isn't distributed quite as evenly as the nitrous so you end up with some cylinder that may be a bit more lean or rich which is what gives it that harder hitting felling.

Robert56

iTrader: (2)

In addition, you guys ever see the mondo lean spike on most wet kits upon activation? Well, going this lean is going to give you some false power. Meaning, the inherent design of the wet kits allow a mondo lean spike, and resultant power/torque spike, and resulting damage that can be done to engine. Now if the wet is set-up properly, you will not see this lean spike, but most have it. So having this design flaw falsely gives the impression that a wet kit hits harder. So in conclusion, if the a/f is the same and the same amount of nitrous is introduced, you'll have the basic same power/torque upon activation.
Robert

LT-x7

How would a guy properly set-up his wet kit to avoid the lean spike?

SmaknaSS

iTrader: (1)

Since I started running lower fuel pressure on my stand alone(60PSI before)and(rejetted and running 15 PSI now)I noticed my lean spike has greatly diminished for me. I could be VERY WRONG on this but it seems that running lower fuel pressure reduces the lean spike. I am running a small NX 150HP dual nozzle shot with the fuel being supplied by nitro daves stand alone. Feel free to correct me if I'm wrong.

LT-x7

Hmmm, seems like lower fuel pressure would make it worse.

383LQ4SS

iTrader: (33)

Could just be a better..faster acting regulator that helps with lean spikes.

SmaknaSS

iTrader: (1)

I dont mean to hijack the thread but the regulator is the same regulator that I was using before but I installed the low pressure regulator spring. Maybe the Aeromotive Bypass regulator PT# 13301 works better with low pressure?

383LQ4SS

iTrader: (33)

could be

Robert56

iTrader: (2)

Here are some ways:
Stand alone tuned correctly
Fuel pump
Return and reg at rails
Line lengths after noids
Timer on n2o side
Fuel accumulator
Robert

Robert56

iTrader: (2)

It may be a restriction thing, meaning running low pressure allows the use of larger jets, and thus an easier/quicker flow?
Robert

BadAssFast

iTrader: (2)

Sure does feel like it.

1BAD01TA

iTrader: (45)

Ive had both wet and dry on my car, now im running a 2 stage dry-wet combo, I belive people are scared of dry so they tend to be more conservative, I had a single 175fwhp shot of dry and it hit just as hard as my 150rwhp tnt f2 kit. I almost wish I still had just the dry bc it was well hidden, the tech guys at my loCAL TRACK NEVER FOUND IT.P.S IF ANYONE WANTS A BACK TO BACK SEAT OF THE PANTS TEST I WOULD BUT THE BIG DRY JET IN AND TAKE YOU FOR A RIDE.

john3daly

iTrader: (4)

I know I know, old thread......

But I ran the 150hp jets from my 5177 kit on my car when it was cam/bolt-ons/stock fuel system/manual and only made 500rwhp/497rwtq.....I have friends with simple bolt-on cars making 520rwtq+ with a 150 wet shot. I just traded a guy last week for his TNT F1 kit and I hope/think that was the right thing to do. It seems that wet kits simply make much more power and a lot more torque. Which I read Robert said, but that wouldn't explain the better track times on the wet kits...at least around here.