Both. I'm thinking of running the ground for the line loc and shunt device directly to the ground post of the battery.
I'm using the Electromotive TEC3r.
There are no timer delays built into the TEC3r.
I do still have some unused GPOs on the TEC3r. One, or better, a combination of two general purpose outputs (GPOs) could be used as a progressive controller to control the nitrous system chemical and the nitrous system fuel side separately through varying duty cycle of each solenoid over a period of rpm versus map. The only advantage I could see to progressively controlling my nitrous system, as it pertains to the effect I'm looking for, would be at the shut down of the system. It would take quite a bit of time to come up with the perfect ramp downs of duty cycle for each side of the system inorder to maintain a proper mixture throughout the complete ramp down event. The way I am doing it seemed to be the quickest way to come up with the desired result, which was to mainly shut down the nitrous without any lean spikes. All I needed to do was play with the delay of the off time for the fuel side of the system until any lean spike caused by the accumulating effect of the nitrous chemical side was gone.
The effect I'm looking for from my nitrous system is for it to initially hit hard during the countdown of the tree to get the boost level to a certain point before the transbrake is released. On the turn off side, it would be nice to have it progressively come off so that the transition of the engine being on some boost and nitrous to climbing boost only is unnoticeable. The launch of the last run I did yesterday felt smooth, I had to ask someone that saw the launch whether they saw any nose down of the car in the 60 foot. I couldn't tell and they couldn't remember noticing anything like that. Mission accomplished without having to mess with two intertwined progression ramps.
A WOT switch is the most basic safety feature that any nitrous system should have in place. In fact, I have four devices that must be met before nitrous can flow.
1) Nitrous bottle valve must be open.
2) Master arming switch must be closed.
3) WOT switch must be closed.
4) One of the GPOs of the TEC3r controls a relay that must be closed. The two conditions that must be met for the TEC3r to close this relay are:
1) Engine rpm must be 2440 rpm and above.
2) Manifold pressure must be 94 kPa and above.
The TEC unit is basically doing the job of both a rpm switch and Hobbs switch.
. From what I've learned about the BW setups, it should spool like a much smaller turbo. We'll see. My 195 hp shot of port injected nitrous will be put to the real test with this one.
Nemesis, no. Just a fellow racer would enjoys pushing the envelope a little
