Nitrous anyone?
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Nitrous anyone?
Was wanting to know if anyone has put a wet kit on their 2IS yet?If so where do you tap fuel?What pressures are at the rails?Can it even be done with the cam pump set up ?
You couldn't put it on the 250 easily. The GDI-only 4GR-FSE makes fuel management a bit of a problem. You might be able to put it on the 350, but I haven't dug deep enough into it to figure out the details.
If it were possible to muck with the ECM it would be ideal to put a dry shot in it with fuel augmentation from the port injectors. They're unused at WOT in normal operation and it would be really sweet to interlock nitrous with WOT and fuel delivery from the port system.
There are a bunch of issues without using the ECM, and if you had a CAN bus compatible nitrous control device, you could probably get some really good performance with a reasonable measure of safety for the engine.
I don't think 11.8:1 compression is nearly as big a problem as some do.
If it were possible to muck with the ECM it would be ideal to put a dry shot in it with fuel augmentation from the port injectors. They're unused at WOT in normal operation and it would be really sweet to interlock nitrous with WOT and fuel delivery from the port system.
There are a bunch of issues without using the ECM, and if you had a CAN bus compatible nitrous control device, you could probably get some really good performance with a reasonable measure of safety for the engine.
I don't think 11.8:1 compression is nearly as big a problem as some do.
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From: North Carolina
You couldn't put it on the 250 easily. The GDI-only 4GR-FSE makes fuel management a bit of a problem. You might be able to put it on the 350, but I haven't dug deep enough into it to figure out the details.
If it were possible to muck with the ECM it would be ideal to put a dry shot in it with fuel augmentation from the port injectors. They're unused at WOT in normal operation and it would be really sweet to interlock nitrous with WOT and fuel delivery from the port system.
There are a bunch of issues without using the ECM, and if you had a CAN bus compatible nitrous control device, you could probably get some really good performance with a reasonable measure of safety for the engine.
I don't think 11.8:1 compression is nearly as big a problem as some do.
If it were possible to muck with the ECM it would be ideal to put a dry shot in it with fuel augmentation from the port injectors. They're unused at WOT in normal operation and it would be really sweet to interlock nitrous with WOT and fuel delivery from the port system.
There are a bunch of issues without using the ECM, and if you had a CAN bus compatible nitrous control device, you could probably get some really good performance with a reasonable measure of safety for the engine.
I don't think 11.8:1 compression is nearly as big a problem as some do.
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I don`t know I`d really like to add fuel.and i do see how awesome it would be to match the spray to the port injectors.progressive..so if I montor duty cycle map match to that cycle,set a target A/F ratio,only at wot,It may just work.
so if I montor duty cycle map match to that cycle,set a target A/F ratio,only at wot,It may just work.
Last edited by HKS350; Feb 5, 2007 at 06:40 AM.
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So I may be able with out fuel,but with fuel?Where would i get 45 psi on this type of system?don`t the direct injectors run insane pressures?(I really haven`t taken the time to look at the fuel set up yet, so go easy on me..)
Last edited by HKS350; Feb 5, 2007 at 07:53 AM.
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so the cam pumps drive the D/I injectors , and is their an in tank pump for normal port injection?if so ,does the pump ever cut off when the injectors are not in use?
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The in-tank pump is nominally rated at 400kPa or 58 psi. The low pressure injectors are rated at ~280 cc/min at this pressure. The in-tank pump feeds the high pressure pump, so it is never shut down. High pressure is between 4 MPa (580 psi) and 13 MPa (1885 psi).
280cc injectors would support a huge nitrous shot. The way the engine is designed, the port injectors are only used during part throttle at medium load. They are shut off for high load, so using them at WOT as an additional injector would be ideal since everything you need is already in place. You'd just need to control them, which is where access to the ECM's code would simplify things.
280cc injectors would support a huge nitrous shot. The way the engine is designed, the port injectors are only used during part throttle at medium load. They are shut off for high load, so using them at WOT as an additional injector would be ideal since everything you need is already in place. You'd just need to control them, which is where access to the ECM's code would simplify things.
Honestly, this thread has really peaked my interest about getting back on my ECU project. The only reason why I slacked off is because I ran into a relatively minor software problem that has nothing to do with the car, or its intent.
How expensive / difficult would it be to rig up a dry kit for me to test with? My ideal solution would be a kit that would allow me to slowly increase the NOS dosage as I develope the ECU. I would hate to damage my engine as I develop it.
How expensive / difficult would it be to rig up a dry kit for me to test with? My ideal solution would be a kit that would allow me to slowly increase the NOS dosage as I develope the ECU. I would hate to damage my engine as I develop it.
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Honestly, this thread has really peaked my interest about getting back on my ECU project. The only reason why I slacked off is because I ran into a relatively minor software problem that has nothing to do with the car, or its intent.
How expensive / difficult would it be to rig up a dry kit for me to test with? My ideal solution would be a kit that would allow me to slowly increase the NOS dosage as I develope the ECU. I would hate to damage my engine as I develop it.
How expensive / difficult would it be to rig up a dry kit for me to test with? My ideal solution would be a kit that would allow me to slowly increase the NOS dosage as I develope the ECU. I would hate to damage my engine as I develop it.
Last edited by HKS350; Feb 5, 2007 at 07:37 PM. Reason: add
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The in-tank pump is nominally rated at 400kPa or 58 psi. The low pressure injectors are rated at ~280 cc/min at this pressure. The in-tank pump feeds the high pressure pump, so it is never shut down. High pressure is between 4 MPa (580 psi) and 13 MPa (1885 psi).
280cc injectors would support a huge nitrous shot. The way the engine is designed, the port injectors are only used during part throttle at medium load. They are shut off for high load, so using them at WOT as an additional injector would be ideal since everything you need is already in place. You'd just need to control them, which is where access to the ECM's code would simplify things.
280cc injectors would support a huge nitrous shot. The way the engine is designed, the port injectors are only used during part throttle at medium load. They are shut off for high load, so using them at WOT as an additional injector would be ideal since everything you need is already in place. You'd just need to control them, which is where access to the ECM's code would simplify things.
Last edited by HKS350; Feb 5, 2007 at 07:31 PM. Reason: add
You can't take control from the OEM ECM. It will go into failsafe especially if it fails a fuel pump check. Your standalone will need to fully emulate the OEM pieces and make the ECM think those pieces are still there and under its control. Otherwise you'll be throwing DTCs like no tomorrow and you'll be in failsafe mode faster than you can complete the diagnostic check on start up.
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point taken.A normal wet set up should work.400kpa is more than enough pressure.and you would never use enough fuel cause any prolbems.Next question is how adaptive is the timing curve/rpm base?Any spred sheets lobuxracer?
Last edited by HKS350; Feb 5, 2007 at 08:17 PM. Reason: add
