MSD Digital 7 Programmable Ignition and N2O

[632C2]

I just read Monty's post about his search for the ultimate ignition so I thought I would talk a little bit about the direction I went. I talked with MSD 3 months ago about their Digital CPC Ignition System that Monty said he had considered purchasing. They told me that it wouldn't be available until they could come up with coils at a reasonable price that could match their specifications. The cheapest they had come up with for each coil that would compliment their ignition was $100.00 each. They said that no one would buy the system at that rate and therefore it was not for sale. I elected to go with the Programmable Digital 7 instead. I installed one of their crank triggers and an HVC-2 coil. Programming the ignition was a snap(as opposed to wiring it). I am able to control - among other things - the rev limit, 3 stages of nitrous retard(amount and at what rpm), at what rpm the nitrous solenoids are activated and deactivated, and the thing that I am most interested in - individual cylinder timing. It is really cool to be able to control your timing on a carbureted engine with either the hand held #7550 programmer or a computer. I phased the low profile distributor, locked in the total timing, and that was it. I should never have to mess with either again. I am going to make a few runs on my DynoJet without the nitrous just to compare the two types of ignition control. I made 708.5 rear wheel horsepower with the distributor type ignition so I am curious what this new system will produce. When I am satisfied with that, I am ready to start making nitrous runs. Speaking of nitrous, it took me almost 2 months worth of weekends to integrate the nitrous system into my car. I have a dedicated 1 gallon fuel cell with a BG-400 fuel pump. I will be running VP-NOS fuel in the fuel cell and the motor on unleaded pump gas. It should be interesting. 1000 rear wheel horsepower, here I come....

[69 N.O.X. RATT]

Steve,

It will interesting to see how much can be gained with individual cylinder timing control. The other features will be useful also with the addition of a bunch of N20.

I am going to play devils advocate regarding your N20 system only for the sake of pointing something out you may not have thought of.

As you know we are running very similar systems, yours on a much grander scale :eek: . A couple of things I thought about when running a seperate fuel pump for the N20 was the time it takes for the fuel pump to prime up and build pressure. In other words I do not think it would be wise to have the N20 and the fuel side wired into the same switch and then immedialty activate both. You could run into a situation where the motor was being injected with N20 and no fuel due to the fact the fuel pump is still building pressure and no fuel has reached the selonoids yet. Even if the fuel line is full (from previuos use) it takes a few moments for the fuel pressure to reach what ever pressure your system is tuned for. Since the N20 is at approx. 1000 psi it reaches the seloniods instantaneous.

I have mine set up where I can activate either the fuel or N20 separately (for flowing my mild 100-150 shots) I have a switch on my shifter that interrupts the W.O.T. switch so I can turn on the system, build fuel pressure, not have the system flowing additional HP untill I am ready for it (higher gears) then I hit the switch on my shifter and all heck breaks loose.

I do not know but have read (on gofast.com a very good web site for N20 use) that when you mix fuel from two seperate systems the lower octane fuel still acts like the low octane fuel it is and will detonate. Basically it does not mix like we would want it to and blend the octane of the two fuels.

You have probably thougt about all this but in case you have not I would hate to see any of us N20 users hurt one of our motors.

Good luck with 1000 rwhp.

Please excuse the spelling erorrs

[632C2]

I had these exact same questions when I first got into this nitrous stuff.

I sent my system to Jeff Prock at Applied Nitrous Technology and followed his system recommendations exactly. This guy knows nitrous inside and out. He supplies systems to some of the quickest nitrous cars in the country. According to him, the difference in time it takes the nitrous and fuel to hit the spray bars is insignificant.

As far as the different fuels are concerned, Jeff has supplied me with mapping that takes this into account.

Of course, I will be using my RacePak system to record what is happening with the fuel and nitrous delivery as well as the examining the EGT's. I am also be recording my A/F ratio during each run. The final and possibly most important thing to keep a close eye on is the plugs.

That being said, I will have my fingers crossed on the first run...

[WashingtonRacer]

I was looking into the digital programable 7 system too, one thing that took me though is that it will only allow you to advance/Retard each cylinder a maximum of 5 degrees. Am I correct in thinking this? then again I guess 5 degrees would be more than enough to fine tune each cylinders firing pattern.

[632C2]

You can retard each cylinder 5* from the baseline. This will definitely be more than enough. This system does not have the ability to advance the timing for any parameter. You set your total timing with the timing light and then everything is retarded from there.

It will be interesting to see how everything plays out.

[Monty]

Most aftermarket engine management systems that have Individual Cylinder Control, such as the FAST, operate similarly. The FAST with ICC allows you to retard each cylinder individually up to 10* from the base timing of the most advanced cylinder. Obviously most people set their timing based on the #1 cylinder.

Those new MSD programmable ignitions are very nice, you basically have all the ignition programmability I have with my FAST. The new programmable MSD 7 with boost reference is neat also for people who have forced induction with carbs.

[427Hotrod]

Sounds like we're getting close!!!!


That poor 'ole Dynojet doesn't know what's about to hit it!!!


JIM

[DeenHylton]

I run a mixed fuel system on my 250HP NOS system with no ill effects so far. I am pulling timing out ( 8 degrees out on a 250 HP shot). I run a mix of 92 pump fuel mixed 50/50 with low-lead AV fuel on the blower. The one gallon fuel tank for NOS is primed with 114 Octane race gas ($7.00 gallon). The plugs look good. If anything lets go it will be the ring-lands on the hyper pistons as hypers won't tolerate any level of detonation...I'll let you know...Deen :crazy:

[632C2]

That's great to hear you are having success with that combination. Wow, a blower and nitrous! How long have you been running this setup?

[DeenHylton]

This is the 3rd year for the blower and the 2nd year for the dual stage NOS plate. Last year we only ran between 150 & 180 HP shots of NOS. We have justed started running 210 & 250 HP shots this year so too early to tell how she'll hold-up. I'm also running a street-blower so my boost level is low (5-6 lbs. boost) and does not contribute much strain on the internals. I'm more concerned on scattering a third member even though it has Tom's Diff. HD parts in it. I've been drag-racing over 20 years and have seen a number of Vettes break stock rears on the launch once they get into the mid to low 11:00 second ET range. We are running 10.85's now.

[black bart]

I have been happy with my MSD Digital-7 & Pro-Power coil.
Only problem was when I first installed it and I had Moroso blue max. wires and it ruined them instantly. I had fire flying everywhere. Installed MSD Superconducter wires and no more problems. Yea the blue max. where brand new owned my first and last set of them.

[632C2]

DeenHylton: Thanks for the info. It sounds really cool. What year is your car? Where do you race it? I have been to Woodburn a number of times.

black bart: That is too bad about the Blue Max wires. I run Moroso Ultra 40's and so far so good.

[DeenHylton]

Our car is a red 77 (see pic). We will be at Woodburn this Sunday and possibly next weekend also depending on weather. My signature pic is from last year and does not show the Hooker headers and side tubes.

[632C2]

Ever had it on a DynoJet chassis dyno? Any guesses as to the horsepower and torque?