Thanks buddy! I think I got it now...

So, in summary... tuning, tuning, some more tuning.... and when you are done, some tuning!!!

Yeah, vacation what?

I think I now know my strategy of attack. For sure i'll get a H/C package with supporting mods, including TR6's. That will put me in the 580-600rwhp mark. Also, that would be good for mid 10's or better. On top of that, I'll hit it with maybe a 100shot to get it going well into the high 9's. Of course, i'll need tires, clutch, etc.

But what about injectors at that power level... I haven't the slightest idea what my duty cycles are now, but at that power level (est. 700rwhp) I think I'll need a better injector and maybe a BAP.

Your thoughts?

 

The Interface was designed to help customers that were running traditional dry kits (running the nozzle pre MAF). What we noticed was that most customers running this type of nitrous system were having a hard time getting the nozzle placement correct. On the traditional dry kits nozzle placement is critical for correct fueling. All the Interface is doing is removing the nozzle position from the equation, it’s not really doing anything new, this style of dry kits have been used in GM applications from the late '90s.

So now with the Interface you can run the nozzle position anywhere, with the recommended mounting point after the MAF sensor. One of the added benefits of going with a dry kit was that timing retard that would be seen (1 to 2 degrees, which can be seen in your Spark Advance table, as airmass increases timing decreases (obviously you can’t use a traditional or Interface controlled dry kit on a SD tune)). Now if you are running a traditional dry kit on the newer ('05+ GM vehicles) you do run a risk of timing being advanced as the IAT sensor is integrated within the MAF sensor housing and some GM calibrations advance timing in the lower temperatures. If you are using the Interface with the nozzle post MAF this is not an issue as the IAT is not "seeing" the nitrous.


The Interface does not use feedback from O2 sensors or wideband O2s, it was never an option for this product. Our MicroEdge controller can use narrowband or wideband O2 sensor feedback for the air to fuel shut down switch.


With the timing portion of the Interface correct, if you zero it out no timing will be pulled. On the flip side the IAT timing table can be also tailored to hold up to 15 separate timing retard values, with the option of going in less then 1 degree increments. Another nice feature of the Interface is that it is compatible with progressive controllers, so both the fueling & timing retard will be progressive. Using a traditional pre MAF dry kit with a progressive controller can be pretty tough getting the A/F in line.

Matt

 

Getting those numbers may be a little harder than you think if you plan on running a Nitrous cam and want streetability. However, when you spray it, your gains will be a lot more noticeable with the right Nitrous cam!

I'd say a more reasonable expectation is 550-560 RWHP and 520ish Ft. Lbs of torque if you do all the right things (on pump gas). However, I digress. As stated earlier, it's all in the tune!

I don't want to beat a dead horse, but with a setup this nice, please consider a wet shot!

Oh, and your stock injectors will be fine with the heads/cam/header setup as long as you run a wet shot.

I've made over 1,000 ft. lbs of torque on the setup I mention above (With a wet shot) and on a STOCK BOTTOM END (and on 93 octane)!

Oh, and you'll be amazed at how well your stock clutch holds up (on the street) until you take it to the drag strip.

Good luck and let us know how it all turns out!