Has anybody with the EBL use nitrous oxide yet?? I have the kit on the car, hooked up so the EBL controls it. Just haven't used it yet.

 

Well, I finalized the nitrous oxide install tonight. After talking with RBob for a bit, , I think I also finally got a handle on the AE issue I'm having. But to the point, the EBL controlling the n2o is AMAZING!! I put the 100 horse jets in the plate, set the EBL for 95% TPS, 20 MPH, pulling out 6.36 d of timing, and on @ 2200 RPM and off @ 5300 RPM. Took it for a ride, got to a stop light in a remote area, armed it, rolled to about 5 mph and floored it. When the n2o came on the tires broke loose and kept spinning clean through 2nd gear till I got out of it! (was going sideways). I forgot to log the run to check out the AFR and all, but MAN did it pull. When I get a replacement LC-1 I'll be going to ATCO raceway in Jersey with a few friends and their cars in June. See what this 3900lb turd will do with a 350 horse motor and a 150 horse shot of juice, and M/T ET Drags!

 

As Tony the Tiger would say: that's GRRRRRRrrrrreat. . .

RBob.

 

Tell ya what, there is no need for all the fancy micro switches, timing computers, and nitrous timers with this board. I've said it before and I'll say it again, the EBL rocks

 

Sorry for hyjacking the thread. I will start new one if I pursue this.

Rbob, what would be needed to add n20 control to a 730 code. what unused pins, and what section of code could be removed how bout a basic overview of how to start a project like this.

 

Rather than start a new thread.....

Does EBL control the wet side by adding in mSec of "on time" to injectors allowing it to function as a dry system? I checked RBobs site but saw no mention. I did not yet look at the EBL.xdf but will soon.

Is nitrous sensitive to dynamic compression requiring 100+ octane for 10.0/1 static with alum heads? I am aware the SA is reduced during event. Would methanol injection help in this regard?

Next spring I may pull manifold and add nozzles in my high rise just below flange. Start with safe minimal jetting for N02 and work up from there.

 

The EBL N2O set up is strictly for a wet system. There isn't any adjustment of the injector fuel flow when the N2O is activated.

It really is the best way to control an N2O system. The constant flow of gas along with the constant flow of fuel work together. This is with each having their own pill to set the rates.

Recall that injectors get pulsed. So it can be difficult to regulate the added fuel vs. RPM on a dry system.

RBob.

 

Sounds like the code only does ON/OFF and no PWM of the solenoids to bring the hit in slower. If you go PWM then it allows for bigger jets and a bigger shot.

 

PWM = pulse width modulation? I think I understand. There are controllers(valves) to cotrol hit that I believe but not PW based. I will look at the EBL.xdf on weekend. Dont have the $$$ to invest in a Procharger so thinkin I may give this a try in spring. Ideally I would like to see the N02 delayed to second gear if possible. Maybe less strain on drivetrain that way. Car gets real loose at rear when I launch as it is.

No room to get a spray bar plate under TBI unit. No clearance to hood. Was thinking of placing a fogger nozzle at top rear of my Holley TBI dual plane manifold in plenum area. Possibly a second at top front. Not sure if distribution is an issue but two would cure that.

I see -4AN is the appropriate hose?

 

Yes, controlled just like a fuel injector. That is what the controllers do. The ECM can do it just as well. I run my methanol pump for the turbo this way. N2O solenoids can also handle this.
It allows one to put in a big jet (200+ HP) and ramp the N2O slowly. The initial hit can be 50HP which is gradually increased to 200HP (fully on).

If you ran something like the 4L60E then the code can be changed to bring it on in second gear. The EBL ECM is too old to be able to handle this. The updated ECM that came with the 4L60E could do it. You could set the MPH limit, but it is only a work around because if the tires spin too much in first then the N2O would come on and make it worse.

Just figured I would put the PWM N2O out there. I have been testing for a little while and it works better than ON/OFF control.

 

I think I will start out with the smallest jets !

 

The N2O is on a PWM capable output for a reason. It really is that very few people (none) request/requested a progressive system.

If the 700R4 or stick tranny had a 2nd gear switch then the EBL could take advantage of it. At the same time it would be easy to set a MPH and/or N/V ratio setting to bring in a higher level of the gas.

There is a lot that can be done, but what does the customer want/need?

As it is the N2O control in the EBL is quite good. Also have to remember that in some states an N2O system on a street vehicle is cause for impounding the vehicle. Which is probably why there are more users boosting their engines and using an EBL then those using N2O and the EBL.

RBob.

 

I am kind of surprised more haven't asked for it. My main motivation for messing with N2O was ECM control doing a gradual soft hit.

I wonder if the gear select mechanism on the 4L60E would fit on the 700R4. Anything is possible I guess.

I think you did a good job adding the N2O control. I am guessing even some of the high end ECUs don't have that function. I never understood the entire N2O laws in some states. I can legally install a 88mm inducer turbo (or two) and make 1500 FWHP on E85 - pump gas, but N2O is a no-no.