Guilty as charged Trevor! Upgrading everything from bottle valves to discharge tubes and everything in between is a priority this year! We've proven the potential - now is time to push up to the next level.
Glad to hear it.

Except for the engine (and tires!) - EVERYTHING is (was) second hand on this bike.
Exceptional result in that case.

I forgot to add in the bike description - it is converted to EFI using FJR throttle bodies and microsquirt ECU. The issue that came up was a missed shift. Using similar ideas used by Random Holbrook I "trick" the ECU into providing a crude progression for the fuel. A basic nitrous controller progressed the solenoid (I'm sure very crudely compared to how a Max Extreme would perform!). On the missed shift the RPMs exceeded the max for the nitrous so the ECU shut off the nitrous. When the RPMs dropped, the nitrous was reactivated - the ECU started at the beginning of the "progression", the nitrous controller resumed where it had left off - resulting in a severe lean out.
Extremely unfortunate and keeping the nitrous delivery matched to the fuel delivery is one of the negative aspects of a dry nitrous system when compared to a wet system, which obviously needs to be mastered to achieve maximum reliability. That's why I advise customers use our Max Extreme to run a dry progressive system, as the Max has the ability to tell the ECU how much nitrous is being delivered (assuming the ECU has the ability to accept a 0 to 5 volt analogue signal), and then the ECU can be set to deliver the appropriate amount of fuel. This arrangement would have prevent you from suffering this failure but I'm not sure if your ECU has the ability to accept the input required.

Trevor, you did warn me about the challenges of matching the fuel flow to the nitrous in a dry system and how critical it is!
Glad to hear I wasn't neglectful in my duty in that regard.

Right now I'm pretty sure the megasquirt series of ECUs would not be able to add fuel based on a 0-5 volt signal, BUT I'd have to think it would not be that difficult for one of the developers to incorporate that ability. I'll ask...
I would have thought it could as I would GUESS that they are capable of working on turbo vehicles and turbo vehicles use a 0 to 5 Volt signal to match boost to fuel delivery.

I'm told the developers are refining the progressive nitrous routines to be able to progress fuel to match the nitrous progression using either time based or VSS based progression. It is currently lacking in those two areas.
Whatever ANYONE does with an ECU or nitrous controller, they will NEVER even get close to the Max Extreme, as without wishing to be boastful, I'M THE ONLY PERSON IN THE WORLD with such a comprehensive combination of UNIQUE knowledge and first hand experience of use of nitrous systems on both bikes and cars. ALL that anyone else can do is THEORISE on what is the best way to get the job done or at best can add only a couple of years experience to that.

So, the big question is -- what performance difference do you see in an application like this between a wet system and a dry system? I'd like to see how far into adding 250 nitrous horsepower we can get with the next version of this engine.
Until recently there were advantages and disadvantages to both wet and dry but since we launched our Pro Series WET systems, that is no longer the case, as we can offer ALL the advantages of a dry system in our wet system.
The main advantages are splitting the injection points of the fuel and nitrous
Delivering the fuel at high pressure/speed
Achieving optimum atomisation without needing the nitrous to blast the fuel to bits
Relatively unlimited fuel delivery
All these features and more are an integral part of our Pro Series system designs.
As we can now offer a system that has ALL the benefits of dry WITHOUT ANY of the disadvantages, the Pro Series system HAS TO BE THE WAY TO GO.

How much advantage have you seen in the by gear progression used by the Max Extreme compared to a "simpler" time based progression?
HUGE, MASSIVE, INCREDIBLE just about sums up the difference. Each gear can only handle so much nitrous due to traction limitations, vehicle stability limitations and engine load limitations, so having the ability to tailor the amount of power being added PER GEAR as well as PER RPM (either via our virtual RPM link [Time based] or actual RPM link), is the way to achieve the ULTIMATE performance from ANY vehicle.

I wonder if it becomes more critical for a prepped track like a drag strip or an unprepared surface like an airport runway?
That's the advantage of a CORRECTLY designed progressive controller, WHATEVER surface you run on you can achieve OPTIMUM results. Anything other than a Max Extreme will NOT produce the same level of performance.

Thanks

Can I tee off the existing fuel injection fuel pump? (Assuming the pump is capable of supplying the required volume of fuel). Or is a separate fuel system required on the nitrous side?

The tee will be adequate and more reliable because of fewer parts.