Al, can you send me info on your puch system?

 

Al, this sounds like a good deal. Was planning on another 100 dry for my ride and think this is the way to do it. Keep us posted with updates on your progress. I got a better way to hold off on the 2nd and 3rd stage while your in first. I'll send you some mail if you are interested.

 

Al are there any new updates on this ?????

which exact table/s are you modifying?

 

Is it posiable to connect your Nitrus activation signal to the MAF signal via a resistor divider to put put the MAF into a region that would never be seen without the Nitrous being active? Then you could use a seperate timing table for a single stage system. I am a newbie to LS1's so this is just a "could it be done question".

 

Technoman64...you dont need to use the resistor to do what your saying.

The basics of this are as follows:
1) using ATAP/EFI live you need to datalog several NA runs under various conditions to get a "baseline" of your MAF flow VS RPM. You will need this baseline to determine the area NOT to adjust.

Then with this knowledge you will have to go in to the Timing tables in the MAF flow VS rpm using LS1 edit and adjust the timing in the blocks that will exceed the NA areas. You should leave some room before you start to reduce timing above the NA areas. Basically for two reasons.
1) you dont need to retard timing right away. Try to estimate what approx 100 hp above your NA map might be and begin to pull timing around that area.
2) if you data log your NA runs on a hot day...and use that as your refernce...and then retard all areas above that...you may dip into that area on a very cold day and see the retarded values NA.

The other thing is to be sure you "block in" the retarded timing values for EVERY block above the area you beging to retard for nitrous. You dont want to just try to map your nitrous curve. If you accidentally spray above a certain amount you wouldnt want to see full timing on accident.

Im still trying to get Jeremy at Fasterproms to come in here and give a rundown on the procedure. Im sure he could give a better description.
But that is tha basics.

I am currently running two stage dry. But I believe you could get the largest amount of safe HP by going dual stage dry/direct port. That would allow for the PCM to control timing and also have the safety and reliabilty of the direct port.

 

good idea if you stare at edit file like I do you will notice the timing tables are quite low when you get around 1.0 G/cyl hehe the higher of course the lower the timing, and you mod them,its a great idea, but I'm just not a huge fan of dry shots, mainly due to the fuel enrichment method.

I like the idea of running a resisitor hooked up to the IAT sensor and activation switch and set the resistor up for a rediculously high IAT that the car would never see and edit that table to pull the desired amount of timing. so same idea, no dry shot whatcha think?

 

or we could just say the heck with it run race gas! haha

 

No big secret......I've been doing this for a while now. Works great! Check out my site for detailed instructions. www.geocities.com/whitetransam_m6 Click on Modifications, then LS1 Edit, then click on the link in the text. There is also a write up on how I dual staged by dry kit, nothing new, but its there if you want to see it. Mods, then Custom Dual Stage Dry Kit. Enjoy guys.

Gary

 

Do you still have the info online? I couldn't find it.

Jason