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Thread: V2 Nitrous ICF

  1. #1

    Default V2 Nitrous ICF

    Having issues with consistent activation, and can't see a pattern. Single stage wet system, on at 90% TPS, 2700 RPM, off at 8 PSI boost. Testing with no power to the solenoids, ECU just picking relay. Works, then on the next test doesn't. Is there some strategy in the EFI software that's not obvious? Have tried different TPS and RPM setting, and the same result.
    '95 Lightning,351W,10.26/134,4280lbs

  2. #2
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    Quote Originally Posted by Danny Cabral
    Dry Fire Testing a Nitrous Oxide Kit:
    If you'd like to "dry fire" test an N2O system, you must also set the Clear Flood TPS parameter above
    the N2O TPS Trigger (and don't move beyond it). An N2O stage can be "dry fire" tested with the:
    Key-On/Engine-Off
    N2O system armed (enabled)
    TPS Trigger set to 1%
    AFR Lean/Rich Cutoffs disabled
    Minimum RPM (RPM Trigger) set to zero

    Ensure the N2O bottle valve is closed during this procedure. The engine doesn't have to be cranking,
    "bumped" or running. The throttle position is the tricky part. You must be above the N2O TPS Trigger
    setting, but below the Clear Flood TPS setting. The "Pause Enabled" feature even works during testing.
    Above is a quote from one of my other posts. Read the entire quote attentively.
    If it still happens when you're just dry-firing the N2O system, then it's probably a wiring problem and shouldn't be too hard to find.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  3. #3

    Default

    Only dry firing in that there is no power to the solenoids, so it's as if the system is in use. I'm driving & logging it. Don't see it being a wiring issue, the software will activate it as programed sometimes, sometimes won't. Could the Clear Flood parameter be causing an issue during normal use?
    '95 Lightning,351W,10.26/134,4280lbs

  4. #4
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    If you're testing it while driving the car, then it might be caused by the Lean or Rich Cutoff parameters. A datalog might reveal the problem.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  5. #5

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    Both turned off. I'll add Danny, that the EFI software seems to maybe have issues. Checking the "Wet/Non-Progressive" system type only gives me an output of PWM+/PWM−, which seems wrong to me. I had to use a GPO to get a +12V output option.
    '95 Lightning,351W,10.26/134,4280lbs

  6. #6
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    It's always displayed as PWM +/− in the Inputs/Outputs screen. However, it's actually a +12V or Ground Output if a non-progressive N2O system is selective (even though it displays PWM +/−). I understand it seems wrong, but it's functions correctly.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  7. #7

    Default

    No, mine stays a PWM Output when a non-progressive system is selected in the EFI software. Am I missing something here?

    I deleted the N2O ICF and added it back just to do something, but I think I see what's going on. Just did four test hits, two activated, two didn't. I'm hitting the boost cut off before the TPS on parameter. Need to check some older datalogs to be sure, but of course it was right there in my face, just needed to see it! LOL.
    '95 Lightning,351W,10.26/134,4280lbs

  8. #8
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    Quote Originally Posted by bWright View Post
    No, mine stays a PWM Output when a non-progressive system is selected in the EFI software. Am I missing something here?
    I clarified this in post #6.

    I deleted the N2O ICF and added it back just to do something, but I think I see what's going on. Just did four test hits, two activated, two didn't. I'm hitting the boost cut off before the TPS on parameter.
    I knew a datalog would reveal the problem.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  9. #9

    Default

    Quote Originally Posted by Danny Cabral View Post
    I clarified this in post #6.
    I don't understand. Is it always a PWM output or not?
    '95 Lightning,351W,10.26/134,4280lbs

  10. #10
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    It's always displayed as PWM +/−, but it's actually a +12V or Ground Output if a non-progressive N2O system is selective (even though it displays PWM +/−).
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

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