If I was to put a nitrous kit on my truck(probably a 75 shot) and had it set up so that it engaged at full throtte, how long could I run it: 1/8, 1/4 mile? mabye even a half mile, or until it's empty? also, what is the differece between wet and dry system? thanks in advance.

 

For our GM platform trucks ....

125-175 RWHP (150-200 shot) is the tuner zone. Stock componets will hold the power with consideration for tuning and other upgrades are a must. PDM / Driveline / Motor Mods are must to maximize these settings. Expect drive line failures unless pasts are upgraded.

100-125 RWHP (120-150 shot) is the safe zone for fairly stock trucks with sub 100K on the odometer whose intention is speed. Some longevity of Stock parts will be sacrificed (G80's, 4L60E's)

75-100 RWHP (100-120 shot) is a good street setting for stock trucks with sub 100k and consideration for longevity of parts

upto 75 RWHP (under 100 shot) is a safe beginer zone to learn nitrous and get a feel for how it works will little or no adverse effects on driveline and some room for error.

Window swiches do help reduce trans wear.
Progressive Controllers help with traction.

100 rwhp or more and look towards:
1.) a converter if you want maximum shift extension and off the lien performance
2.) tires to support dramatic torque increase
3.) shift kit with transmission tuning
4.) replacement center section for G80s
5.) transmission coolers
6.) fuel system monitors / pcm tuning

 

Two things must be considered to be predictable and safe to operate nitrous all the time:
1.) Constant Fuel pressure for accurate metering (This can be fuel delivery or adjusting WOT pressure at the point where the fuel is being drawn from)
2.) Constant Nitrous pressure for accurate metering (This means use of a bottle warmer and making sure that the excessive air is not the line.)

Considerations for types of delivery methods

Wet
1. Multiple fogger system (with injection happening in each individual runner.)
- This system has a fuel source tap that should be in the regulated part of your fuel system or from a stand alone source (nitrous fuel cell) Maintaining proper pressure will ensure the right amount of fuel is delivered at the time of injection.
- This system will inject a nitrous and fuel enriched plume into each individual runner. Distribution is well balanced and very accurate. Per cylinder tuning is possible this way.
- Typically due the to locality of the nitrous injection point, the delivery time is faster leading to a more noticeable activation point (This is the "hardest hit")
- Both nitrous and fuel pressure are essential to proper performance and tuning.

2. A single or multiple fogger system (with injection happening just behind the MAF and introducing a nitrous and fuel plume in the primary intake tract)
- This system has a fuel source tap that should be in the regulated part of your fuel system or from a stand alone source (nitrous fuel cell) Maintaining proper pressure will ensure the right amount of fuel is delivered at the time of injection.
- This system will inject a nitrous and fuel enriched plume into the main plenum for distribution through the manifold and individual runners. Distribution is only as good as manifold design allows. Some cylinders will get more and some less. A consideration to at this point is that the manifold as designed for our vehicles is not a WET manifold and thereby does not take into consideration the variable needed to carry a fuel enriched charge through the runner (some fuel will fall out of suspension and puddling may occur.)
- Typically due the to the nitrous being independently operated outside of intervention of the computer, the delivery time is faster leading to a more noticeable activation point (This is the "hard hit")
- Both nitrous and fuel pressure are essential to proper performance and tuning.

3. Plate system (with injection happening behind the throttle body via spray bars.)
- This system is very similar in performance compared to a single or multiple fogger type injection system as outlined above.
- This system has a fuel source tap that should be in the regulated part of your fuel system or from a stand alone source (nitrous fuel cell) Maintaining proper pressure will ensure the right amount of fuel is delivered at the time of injection.
- This system will inject a nitrous and fuel enriched plume into the main plenum for distribution through the manifold and individual runners. A spray bar can create a much broader, larger plume than with a fogger type injector. Distribution is still only as good as manifold design allows. Some cylinders will get more and some less. A consideration to at this point is that the manifold as designed for our vehicles is not a WET manifold and thereby does not take into consideration the variable needed to carry a fuel enriched charge through the runner (some fuel will fall out of suspension and puddling may occur.)
- Typically due the to the nitrous being independently operated outside of intervention of the computer, the delivery time is faster leading to a more noticeable activation point (This is the "hard hit")
- Both nitrous and fuel pressure are essential to proper performance and tuning.

Dry
1. Fuel boosting single and multiple fogger (Bypass type fuel system - injection of nitrous alone AFTER the air meter using mechanically increased fuel pressure to compensate for addition fuel demand.)
- This system relies upon the fuel injection systems normal delivery method to increase fuel to meet nitrous demand. In this case the nitrous system mechanically raises fuel pressure in the system to increase flow per injector pulse. This method relies upon specific knowledge of the capacity of the injector’s duty cycle and fuel delivery system. Both pump and injectors must be adequate to flow the needed fuel.
- This system will inject nitrous only in to the intake tract behind the air meter and relies upon a regulator sensing the increased pressure in the nitrous line to force the fuel pressure regulator to hold higher pressure. No fuel is added to the manifold outside of normal operation of the injectors.
- Typically due the to the nitrous being injected far before the point where fuel is injected, the fuel ratio tends to tip rich first and then is corrected quickly there after once the nitrous reaches the cylinder. The delivery time is slower leading to a less noticeable activation point (This is the "soft hit")
- Both nitrous and fuel pressure are essential to proper performance and tuning, however, should nitrous pressure fall or nitrous concentration lower, the compensation will be on the rich side posing less potential danger.

2.MASS-AIR / MAF compensating (MASS AIR / MAF injection of nitrous BEFORE the air meter using MAF fueling tables to increase fuel pressure to compensate for additional oxygen provided by nitrous.
- This system relies upon the fuel injection systems normal delivery method to increase fuel to meet nitrous demand. In this case the nitrous system mechanically raises fuel pressure in the system to increase flow per injector pulse. This method relies upon specific knowledge of the capacity of the injector’s duty cycle and fuel delivery system. Both pump and injectors must be adequate to flow the needed fuel.
- This system will inject nitrous only into the intake tract before the air meter and relies upon MAF readings to properly change injector operation to flow the additional fuel. No fuel is added to the manifold outside of normal operation of the injectors.
- Typically due the to the nitrous being injected far before the point where fuel is injected, the fuel ratio tends to tip rich first and then is corrected quickly there after once the nitrous reaches the cylinder. The delivery time is slower leading to a less noticeable activation point (This is the "soft hit")
- Both nitrous and fuel pressure are essential to proper performance and tuning, however, should nitrous pressure fall or nitrous concentration lower, the compensation will be on the rich side posing less potential danger.

I have run both and both are equally effective. Nitrous is simple BUT its simplicity is what can make it easy to misuse.

For a race application Wet is the most cost effective and a very accurate means of injection. IN race applications where fuel pressure and nitrous pressure are monitored and kept in check the benefits are great.

For street I prefer Dry. Lack of preparedness will not lead to the potential puddling and subsequent damage that can be attributed to such conditions as low bottle pressure or failure to open the bottle or sticky clogged fuel solenoids.

Any application can lead to motor failure if not properly kept in check. Maintaining you vehicle (frequent plug checks and system nitrous and fuel filter checks), understanding WHEN you can most effectively inject nitrous in the powerband and being able to pick out those noises or other symptoms of a mistuned or malfunctioning nitrous system are important in all cases.

Richard