Zex Dry Nitrous Kit
#12
the problem with the dry kits is how they enrich the fuel. they "trick" the computer into umping more gas by lowering the intake air temperature. this works great on mass air flow setups like gm and ford. our trucks are speed density set ups, not mass airflow. a colder intake charge dumps gas, but also increases timing. this isnt so great for a nitro setup. notice how that zex manual says not to use aftermarket chips that advance timing? thats to decreas the chances of detonation. when that happeneds, your plastic intake will make this cool popping sound and will probably be accompanied by a small fire ball and oil. detonation occurs when you go too lean. wet kit dumps the proper amount of additioal fuel to compensate for the added nitrous.
i am ot trying to talk you out of running nitous. i am going to be also. but my kit will be a wet kit.
i am ot trying to talk you out of running nitous. i am going to be also. but my kit will be a wet kit.
#13
Guest
Posts: n/a
#14
Straight from Zex:
RPM OUTLET is proud to announce ANOTHER FIRST for the 2003 and newer Hemi-powered Dodge truck enthusiasts.
The 03 and newer 4.7l, 5.2L, 5.9L -powered Dodge truck has creating unprecedented excitement among all truck enthusiasts. As a result, interest in safe performance enhancements, such as nitrous, is surging. However, many 4.7l, 5.2L, 5.9L powered truck owners will be surprised to learn that standard EFI nitrous kits are NOT designed and are NOT compatible due to the 4.7l, 5.2L, 5.9L computer and fuel system redesign by Dodge.
ZEX™ is at the forefront of nitrous technology by developing an innovative wet nitrous system specifically for the 03 and newer 4.7l, 5.2L, 5.9L -powered Dodge truck. In addition to the 03 and newer 4.7l, 5.2L, 5.9L -powered Dodge truck-specific components, the new ZEX™ nitrous system incorporates the most technically advanced performance features available, including the patented ZEX™ “Active Fuel Control”. This innovative performance and safety feature automatically adjusts the enrichment fuel; you’re never too rich, never too lean. The ZEX™ system also features a patented electronic TPS switch for perfect system activation at wide-open throttle. Power settings are fully adjustable from 75-125 horsepower with the included tuning jets.
Installation of this kit is quite simple includes all of the special parts needed and should take no more than 2 hours to complete.
RPM OUTLET is proud to announce ANOTHER FIRST for the 2003 and newer Hemi-powered Dodge truck enthusiasts.
The 03 and newer 4.7l, 5.2L, 5.9L -powered Dodge truck has creating unprecedented excitement among all truck enthusiasts. As a result, interest in safe performance enhancements, such as nitrous, is surging. However, many 4.7l, 5.2L, 5.9L powered truck owners will be surprised to learn that standard EFI nitrous kits are NOT designed and are NOT compatible due to the 4.7l, 5.2L, 5.9L computer and fuel system redesign by Dodge.
ZEX™ is at the forefront of nitrous technology by developing an innovative wet nitrous system specifically for the 03 and newer 4.7l, 5.2L, 5.9L -powered Dodge truck. In addition to the 03 and newer 4.7l, 5.2L, 5.9L -powered Dodge truck-specific components, the new ZEX™ nitrous system incorporates the most technically advanced performance features available, including the patented ZEX™ “Active Fuel Control”. This innovative performance and safety feature automatically adjusts the enrichment fuel; you’re never too rich, never too lean. The ZEX™ system also features a patented electronic TPS switch for perfect system activation at wide-open throttle. Power settings are fully adjustable from 75-125 horsepower with the included tuning jets.
Installation of this kit is quite simple includes all of the special parts needed and should take no more than 2 hours to complete.
#16
#17
Guest
Posts: n/a
Here is how car craft explains it.
the link is here...
http://www.carcraft.com/techarticles...ion/index.html
Speed Density
Speed Density systems accept input from sensors that measure engine speed (in rpm) and load (manifold vacuum in kPa), then the computer calculates airflow requirements by referring to a much larger (in comparison to an N Alpha system) preprogrammed lookup table, a map of thousands of values that equates to the engines volumetric efficiency (VE) under varying conditions of throttle position and engine speed. Engine rpm is provided via a tach signal, while vacuum is transmitted via an intake manifold-mounted Manifold Air Pressure (MAP) sensor. Since air density changes with air temperature, an intake manifold-mounted sensor is also used.
Production-based Speed Density computers also utilize an oxygen (O2) sensor mounted in the exhaust tract. The computer looks at the air/fuel ratio from the O2 sensor and corrects the fuel delivery for any errors. This helps compensate for wear and tear and production variables. Other sensors on a typical Speed Density system usually include an idle-air control motor to help regulate idle speed, a throttle-position sensor that transmits the percentage of throttle opening, a coolant-temperature sensor, and a knock sensor as a final fail-safe that hears detonation so the computer can retard timing as needed.
GMs Tuned Port Injection (TPI) set-ups used Speed Density metering from 90-’92, as did 91-’93 LT1 engines. All 86-’87 and 88 non-California Ford 5.0L-HO engines used Speed Density metering. Most Mopar fuel- injection systems have used Speed Density too.
Because a Speed Density system still has no sensors that directly measure engine airflow, all the fuel mapping points must be preprogrammed, so any significant change to the engine that alters its VE requires reprogramming the computer.
Mass Flow
By contrast, Mass Air Flow (MAF) systems use a sensor mounted in front of the throttle body that directly measures the amount of air inducted into the engine. The most common type of mass-flow sensor is the hot wire design: Air flows past a heated wire thats part of a circuit that measures electrical current. Current flowing through the wire heats it to a temperature that is always held above the inlet air temperature by a fixed amount. Air flowing across the wire draws away some of the heat, so an increase in current flow is required to maintain its fixed temperature. The amount of current needed to heat the wire is proportional to the mass of air flowing across the wire. The mass-air meter also includes a temperature sensor that provides a correction for intake air temperature so the output signal is not affected by it.
The MAF sensors circuitry converts the current reading into a voltage signal for the computer, which in turn equates the voltage value to mass flow. Typical MAF systems also use additional sensors similar to those found in Speed Density systems. Once the electronic control module (ECM) knows the amount of air entering the engine, it looks at these other sensors to determine the engines current state of operation (idle, acceleration, cruise, deceleration, operating temperature, and so on), then refers to an electronic map to find the appropriate air/fuel ratio and select the fuel-injector pulse width required to match the input signals.
GM used MAF sensors on the turbo Buick V-6 Grand National, 85-’89 TPI, 94-’98 LT1, 96 LT4, and all LS1 engines. Ford has used MAF metering on 88 California 5.0L engines and all 89-and-later V-8 engines.
MAF systems are much more flexible in their ability to compensate for engine changes since they actually measure airflow instead of computing it based on preprogrammed assumptions. They are self-compensating for most reasonable upgrades, as well as extremely accurate under low-speed, part-throttle operation. On the other hand, the MAF meter, mounted as it is ahead of the throttle-body, can become an airflow restriction on high-horsepower engines. On nonstock engine retrofits or EFI conversions on engines never produced with fuel injection, it may be hard to package an MAF meter within the confines of the engine bay and available intake manifolding.
Speed Density systems accept input from sensors that measure engine speed (in rpm) and load (manifold vacuum in kPa), then the computer calculates airflow requirements by referring to a much larger (in comparison to an N Alpha system) preprogrammed lookup table, a map of thousands of values that equates to the engines volumetric efficiency (VE) under varying conditions of throttle position and engine speed. Engine rpm is provided via a tach signal, while vacuum is transmitted via an intake manifold-mounted Manifold Air Pressure (MAP) sensor. Since air density changes with air temperature, an intake manifold-mounted sensor is also used.
Production-based Speed Density computers also utilize an oxygen (O2) sensor mounted in the exhaust tract. The computer looks at the air/fuel ratio from the O2 sensor and corrects the fuel delivery for any errors. This helps compensate for wear and tear and production variables. Other sensors on a typical Speed Density system usually include an idle-air control motor to help regulate idle speed, a throttle-position sensor that transmits the percentage of throttle opening, a coolant-temperature sensor, and a knock sensor as a final fail-safe that hears detonation so the computer can retard timing as needed.
GMs Tuned Port Injection (TPI) set-ups used Speed Density metering from 90-’92, as did 91-’93 LT1 engines. All 86-’87 and 88 non-California Ford 5.0L-HO engines used Speed Density metering. Most Mopar fuel- injection systems have used Speed Density too.
Because a Speed Density system still has no sensors that directly measure engine airflow, all the fuel mapping points must be preprogrammed, so any significant change to the engine that alters its VE requires reprogramming the computer.
Mass Flow
By contrast, Mass Air Flow (MAF) systems use a sensor mounted in front of the throttle body that directly measures the amount of air inducted into the engine. The most common type of mass-flow sensor is the hot wire design: Air flows past a heated wire thats part of a circuit that measures electrical current. Current flowing through the wire heats it to a temperature that is always held above the inlet air temperature by a fixed amount. Air flowing across the wire draws away some of the heat, so an increase in current flow is required to maintain its fixed temperature. The amount of current needed to heat the wire is proportional to the mass of air flowing across the wire. The mass-air meter also includes a temperature sensor that provides a correction for intake air temperature so the output signal is not affected by it.
The MAF sensors circuitry converts the current reading into a voltage signal for the computer, which in turn equates the voltage value to mass flow. Typical MAF systems also use additional sensors similar to those found in Speed Density systems. Once the electronic control module (ECM) knows the amount of air entering the engine, it looks at these other sensors to determine the engines current state of operation (idle, acceleration, cruise, deceleration, operating temperature, and so on), then refers to an electronic map to find the appropriate air/fuel ratio and select the fuel-injector pulse width required to match the input signals.
GM used MAF sensors on the turbo Buick V-6 Grand National, 85-’89 TPI, 94-’98 LT1, 96 LT4, and all LS1 engines. Ford has used MAF metering on 88 California 5.0L engines and all 89-and-later V-8 engines.
MAF systems are much more flexible in their ability to compensate for engine changes since they actually measure airflow instead of computing it based on preprogrammed assumptions. They are self-compensating for most reasonable upgrades, as well as extremely accurate under low-speed, part-throttle operation. On the other hand, the MAF meter, mounted as it is ahead of the throttle-body, can become an airflow restriction on high-horsepower engines. On nonstock engine retrofits or EFI conversions on engines never produced with fuel injection, it may be hard to package an MAF meter within the confines of the engine bay and available intake manifolding.
the link is here...
http://www.carcraft.com/techarticles...ion/index.html
#19
Here is how car craft explains it.
the link is here...
http://www.carcraft.com/techarticles...ion/index.html
the link is here...
http://www.carcraft.com/techarticles...ion/index.html
#20
This is from AirRam:
There is a RIGHT WAY and a WRONG WAY... done correctly the 4.7L can handle a fair share of Nitrous. BUT you must understand that the weakest link on the 4.7L is the piston tops... so go too lean once and KABOOM!
I highly suggest you run a Wide Band Air Fuel Ratio Gauge and monitor your engines AFR at WOT... and make sure you keep it at 10.5:1 AFR to stay on the safe side. If you can do this then you will NOT have any issues.
I know of a 4.7L who has been running 100+ shots for quite a while now without any issues..> I feel he is on the edge but so far so good.
The real problem is NOT the plastic intake or even "POOLING" as some seem to think... People have come up with this theory after looking at the end result after seeing the intake in bits and pieces. The ROUTE cause of these explosions is the piston tops. Your top ring is less then 1/8 from the piston top. This means when you go LEAN (SUPER HOT) the piston top transfers much of that heat to your top ring. Your top ring expands from the heat and locks up with the cylinder... When then happens the piston tops can brake off or worse the cylinders can freeze and ANY intake valves that are OPEN with LOTS of Nitrous/fuel ignite and explode out through the intake valve... This is what causes the plastic Intake to explode into bits and pieces.
So in a nut shell, be aware of the limitations... and run nitrous accordingly. You can NOT afford to run LEAN... Make sure you run the AFR in the 10's and you should be able to run 100 shot all day long.
SPEED SAFE, AIR RAM
There is a RIGHT WAY and a WRONG WAY... done correctly the 4.7L can handle a fair share of Nitrous. BUT you must understand that the weakest link on the 4.7L is the piston tops... so go too lean once and KABOOM!
I highly suggest you run a Wide Band Air Fuel Ratio Gauge and monitor your engines AFR at WOT... and make sure you keep it at 10.5:1 AFR to stay on the safe side. If you can do this then you will NOT have any issues.
I know of a 4.7L who has been running 100+ shots for quite a while now without any issues..> I feel he is on the edge but so far so good.
The real problem is NOT the plastic intake or even "POOLING" as some seem to think... People have come up with this theory after looking at the end result after seeing the intake in bits and pieces. The ROUTE cause of these explosions is the piston tops. Your top ring is less then 1/8 from the piston top. This means when you go LEAN (SUPER HOT) the piston top transfers much of that heat to your top ring. Your top ring expands from the heat and locks up with the cylinder... When then happens the piston tops can brake off or worse the cylinders can freeze and ANY intake valves that are OPEN with LOTS of Nitrous/fuel ignite and explode out through the intake valve... This is what causes the plastic Intake to explode into bits and pieces.
So in a nut shell, be aware of the limitations... and run nitrous accordingly. You can NOT afford to run LEAN... Make sure you run the AFR in the 10's and you should be able to run 100 shot all day long.
SPEED SAFE, AIR RAM