I just finished reading the thread from the Highpower board...after 2 days of off and on reading. There was alot of info in there if you could recognize it beyond all the BS and technical explanations. Jeez...I thought our board was bad!
Not sure why the "wizard" expects everyone to take his knowledge like it's coming from God himself, yet get upset when we believe companies that are "lesser" than his...anywho it still would be interesting to see one of his systems on a Lightning. Best of luck getting all this set-up

 

So your saying 91 isnt good for the L. I dont know of any place to get anything higher then 91.

31C

 

Well, he was talking to me... The way I took it, was that I shouldn't run 91 octane on my L with the mods I was planning.

Crap, if he *did* mean I shouldn't run that octane totally stock, I'm screwed.

 

Unfortunatly yes I meant even stock guys, the Owners Manual, and fuel door even say it, our L's should be using HI OCTANE ONLY "at all times", stock or not. If 91 is all some of you have, unfortunatly I guess you have no other choice, unless you mix
up your own hi octane fuel weekly (believe it or not, many do)

BTW
Why is it, we're still saying Zex is crap
and for a while this post was getting interesting........

Until someone shows me a Zex kit blowing the hood off a L,
or screwing up Dyno after Dyno, and Run after Run, like we have all seen the OTHER kits do yr after yr, I think your all talking schitt, maybe some of you should get one and see how flawless they work.

Hmm lets see, Lightning with filter chip n pulley, no exhuast, suspension, tranny, or cooling mods, goes from 12.8's to 12.0's and even 11.81's, sounds pretty good to me.
Or lets look at my last 5 Nitrous runs,
12.1, (3) 12.0's, and 11.81, nope don't see any problems here either. AMOF I have yet to have one problem with ZEX, no runs gone bad, no sticking solinodes, no nothing. Into my 2nd yr,
I spray it on the street, on the track, on the parkway, just about anywhere, never been a problem for me.
Bet a ton of you cant say that about your NON Zex System.

 

Rob,
Why do you feel the thread has become less interesting?

We have tested the Zex and the link I posted showed the inconsistancy in the dry kit to do what it's supposed to do and that is to deliver the proper fuel with nitrous each time the kit is activated. Also have you taken the box apart and inspected the solenoid and design like we have? If you are happy with the kit and results then by all means keep it and promote it. Keep in mind though that your 75 shot is very small for your size of motor, so if there are problems then you may not even notice as the motor can deal with small inconsistancies by the nitrous kit.

I'm not here to keep bashing Zex or any other brand as I don't care that much. My objective is to get input on what you guys want so we can try and deliver. Rich has given me things to take into consideration for the intercooler issue and fuel separation.

I'm surprised at how small of nitrous shots people use for a given application, yet they think they are pushing the limits. We'll need some time with tuners to test but I can re-assure you that 150-200 bhp on most applications is doable without any major modifications if any.

 

The zex kit for the lightning is a wet kit

 

My mistake then. We have not tested the wet kit yet so all my comments can only be based on the dry kit design.

 

I'm at work right now and can't re-read this post again, but I saw this morning at home, people were saying how schitty Zex was AGAIN. If it wasn't you then I'm sorry. And if someone is comparing a Dry Zex System "for comparison", that is just plain old STUPID, as stupid as using one on a S/C Motor.
WE ALL KNOW THAT IS A NO NO ON TURBO AND S/C ENGINES.
Any company that makes a dry system will tell you that.

I have to admit, I DID NOT see the link you speak about but I will check it at home tonight. But you said, (and I quote)
inconsistancy in the dry kit to do what it's supposed to do and that is to deliver the proper fuel with nitrous each time the kit is activated.
Of course, thats why you CAN NOT use a dry kit on a L.
Schitt I melted 1/2 my spark plugs at the track in a matter of mili-seconds when my truck was BRAND NEW (only weeks old) due to a simple slow down of fuel, WITHOUT ANY NITROUS.
A Lightning's fuel system is nearly not enough to start with, it would be sure death running a dry system. I only defend their Wet Systems, I have nothing good to say about anybody's dry system, although on certain applications you can get away with them.

I told you from the beginning, your system interest me, I even offered to try it, but it seems others have worked their way in to being the test mule for you, so I guess I'll never know.

What I do know, is PLENTY of L's that have either blown up or have had numerous problems with OTHER WET SYSTEMS.
I know of NONE blowing up or having problems with a Zex Wet System, yet it seems thats the one everyone talks schitt about,
Thats my complaint about where this post has gone.

 

I'm done with conjecture. I wanna see a GEN2 on the squeeze using thier superior products.

Rich

 

I for one will move on from the Zex bash as this was not my point of posting on this site but rather to introduce something different and being the best option. This is not an opinion but truth and will be more widely known once some of you guys get experience with the products and service.

Rob,
I have not ruled you out on trying our kit and giving it an unbiased opinion. My goal on working with some tuners is to provide people that want the best and maximum performance a bolt-on and proven kit. This does not apply to most users so our base kit will still work for small power gains(75-150bhp) with little to no mods and good distribution.

Your assessment on the dry kits is accurate in my opinion. We just seemed to have some miscommunication earlier as I thought the dry kit was what you were defending.

 

Rich,
This post only got going earlier this week. I hope to have a gen II using our kit in the next 2-4 weeks. I'm not going to guarantee much greater results with a measly 75 bhp on a big 5.4 motor. Our superiority shows with higher hp for a given application as we have greater efficiency and solenoids designed to be pulsed. The pulsing with a progressive is what shines for greater track times. A dyno is not the end all. Numbers mean crap if the power can not be controlled and used for forward acceleration.

 

I vote you let Rob try this thing out since he seems to have a lot of experience using the juice for so long…

 

Not a problem as long as Rob agrees to work with us 100%. I'm sure he'll find a few new and better ways of doing things.

 

Rob,
Can you e-mail me so we can get something started on results with our base kit?

 

Most use the small shots for one of the following reasons:

a.) Our trucks already come with atleast 360HP and 440FT/LBS and 500HP seems to be a opinionated mark on what the stock block is good for...so that doesn't give you a very big shot to mess with already.

b.) With us it's all about the sound and feel of boost. Most of the Lightning community has upped the boost of the stock supercharger or totally replaced it for a bigger one...so with that you lose even more of the "safety" margin of the stock block.

c.) Alot of these trucks are daily drivers. Now I'm not saying that they do it to spray on the street (or even at the track), but if they had to then a smaller shot is more controllable than a bigger shot on an already traction plagued truck.

I'm going to be honest and say I'll believe it when I see a 150-200 shot running on a stock lightning for any decent period of time...much less a more common modded one. Good luck nontheless.

Oh and GO ROB GO getting a new kit to try out....maybe you should get a rematch with Gator after you get it on to really test it out