I starting spraying a 60rwhp shot of N20 using the horn relay from the starting line yesterday. What I noticed was a HUGE difference in the time it took to complete a shift. While it is good that it protects the trans from the HP, the duration of the pause is a bit more than I would think is necessary.

But I don't think it's TQ management doing it. Why? Guys with "big tunes" on LB7's are running more HP than I am even with the shot. From watching their trucks, I don't see the 1 second+ shifts. You can see the shifts in the video of my truck, it looks like it's a manual being double clutched. What I think might be happening is I might be "putting out the fire" during the shift, by spraying during the shift.

What are you LB7 guys who are spraying doing? Are you experiencing problems as well?

I am guessing what you are seeing is the TCM trying to adapt to the extra HP. I assume your 2-3 shift was probably the worst? To me this is one of the biggest downfalls of not having the Co-pilot. Of course I am not experienced enough to comment anymore so I look forward to hearing from the guys that do have experience with this.

Hmmm... Maybe what I should have tried was running stock with the nitrous, then running an equivalent amount of HP without it. That might isolate it between the nitrous and the torque management.

I'll admit, other than theory, I have no idea what to expect from spraying a diesel.

In the long run, I won't be using the bottle much. But since it is available, I need to dial it in if I'm going to use it at all.

you get a look at the smoke and what its doing between shifts? sure its not an adaptive deal with the trans?

We ran back to back runs with near identical passes, 13.92/13.95 97/96, plus the trans had some time to learn prior to the test. When the bottle is off, it behaves much differently.

Oh, it doesn't smoke much on the bottle during a pass. I need to do some more experiments.

Pat
Could it be possible you are a little lean with the nox plus the programs you are running? Isn't the PCM going to defuel no matter what on a shift, plus the possible fuel starvation would compound the hesitation you feel? Just thinking out load.

Pat
Could it be possible you are a little lean with the nox plus the programs you are running? Isn't the PCM going to defuel no matter what on a shift, plus the possible fuel starvation would compound the hesitation you feel? Just thinking out load.

That's sounds like what's up. No fuel + nitrous, puts motor to "sleep" for a second or so.

Compared to info I collected, I'm not running a big shot. But that info has been limited. I've been told that .090" would be about right, so I started at .070", and with no heater, the bottle runs between 600psi and 800psi, which would be smaller still.

Its no secret that GM cuts the fuel anytime the horn is used. Its a road rage prevention thing, they feel that if your laying on the horn...er,....NOS, then you must be pissed, so they cut the fuel back to prevent you from running the guy down. They figure thats the way to beat the road rage problems. I think if you tied in the NOS switch to the brake switch, you'd have something...

Its no secret that GM cuts the fuel anytime the horn is used. Its a road rage prevention thing, they feel that if your laying on the horn...er,....NOS, then you must be pissed, so they cut the fuel back to prevent you from running the guy down. They figure thats the way to beat the road rage problems. I think if you tied in the NOS switch to the brake switch, you'd have something...:lol::funnypost

Its no secret that GM cuts the fuel anytime the horn is used. Its a road rage prevention thing, they feel that if your laying on the horn...er,....NOS, then you must be pissed, so they cut the fuel back to prevent you from running the guy down. They figure thats the way to beat the road rage problems. I think if you tied in the NOS switch to the brake switch, you'd have something...

:funnypost

Well, first I tied it into the reverse light circuit, and it made parking very difficult. Next I tied it into the wiper circuit, and was having trouble in the rain. While hooking it into the turn signal made lane changes while towing much, much easier, it made right turns at intersections somewhat unnerving.

The horn seemed to make sense, because ever since they increased my medication, I haven't been using the horn (or finger) near as much.

I don't know much about the lly or what programs are the best or put out the most fuel, but i'm gonna guess you don't have the fuel to run the jets your trying. I would start down at a 30 jet and go up from there. I know Tomac is running a 69 jet and i would assume your not putting out the smoke he is. I know when i ended with the nos, i was running a 88 and a 99 jet(2 stage system) but i was also running injectors. I might have been on the brink of actually hurting my hp, but i never made it to the dyno to varify or never played at the track again. This spring will telll the tale.

I don't know much about the lly or what programs are the best or put out the most fuel, but i'm gonna guess you don't have the fuel to run the jets your trying. I would start down at a 30 jet and go up from there. I know Tomac is running a 69 jet and i would assume your not putting out the smoke he is. I know when i ended with the nos, i was running a 88 and a 99 jet(2 stage system) but i was also running injectors. I might have been on the brink of actually hurting my hp, but i never made it to the dyno to varify or never played at the track again. This spring will telll the tale.

That is probably a good idea, to get 'er back on a dyno, and go down on the jet and see what happens.

I agree, way too much jet for your fuel level. The LB7s can click off the shifts on nitrous even without the co-pilot, at least my SC does. I know the LLY is a bit more "busy" on the tranny programming but it should be able to do the same.

Pat, Let me know when you head back to J&D. If you wouldn't mind the help, I'll bring my jet assortment we'll play around with some different ranges. Also, hopefully I should have those switches by then.

I have my nitrous tapped from into to main post on underhood fuse panel, to a relay. Then I tap into the brake harness off my brake controller to another relay. This allows my to hold my current nitrous activation button down while staged at the light, as soon as I release the brake, the juice is flowing. I have some other things in the works which I mentioned in an earlier post.

my guess is with the gass on it hits the rev limit so fast that the shift has to catch up buit the ecm says REDLINE REDLINE DEFUEL DEFUEL,ABORT,i had this problem on the lb7 until the redline was raised to 4000 plus.as far as the jets go i do think it is smart to start at the bottom and go to the top,or until it lays over,i run that much nos on my ford and it has little to no smoke at all

I know Tomac is running a 69 jet and i would assume your not putting out the smoke he is.


59 or 62 depending on conditions

Pat, Let me know when you head back to J&D. If you wouldn't mind the help, I'll bring my jet assortment we'll play around with some different ranges. Also, hopefully I should have those switches by then.

I have my nitrous tapped from into to main post on underhood fuse panel, to a relay. Then I tap into the brake harness off my brake controller to another relay. This allows my to hold my current nitrous activation button down while staged at the light, as soon as I release the brake, the juice is flowing. I have some other things in the works which I mentioned in an earlier post.

Good idea! We'll have to hook up and have some "laughs".