Compared to the latest turbocharger and supercharger kits, aftermarket nitrous oxide kits have been living in the Stone Age. The turbo market has been flooded with electronic boost controllers, plug-and-play ECU upgrades with laptop uplinks, and constant updates in blade design and compressor housings. On the other hand, many nitrous oxide systems still use bent metal tabs as throttle switches and simple flip-up switches to control nitrous solenoids. Every power adder has its pros and cons, but Venovus Engineering has released its NCM-2 and VRM-1 nitrous control system to tip the favor towards laughing gas.
Nitrous is an easy and cheap way to add an extra 50 to 100hp whenever you need it, but properly controlling the extra power is key to maximizing its use. Venovus' offerings are obviously designed and created by an engineer, with an incredibly detailed manual backing up a complete control system featuring sealed modules, tap fuses, T-taps, and every wire pre-crimped for simple installation. The NCM-2 and VRM-1 come equipped with integrated fuses and relays, so the wiring clutter of a nitrous oxide system can be cut down considerably. All switches for adjustment, activation, and purging are in the NCM-2, so dash clutter is also reduced. Just connect a power source, light source, ground, and TPS (throttle position sensor) source and it's good to go. The only requirement is that the TPS increases in voltage as the throttle is opened, usually ending in a wide-open throttle range of 3.75 to 4.8V.
Venovus sells its universal nitrous control system as two different components: the NCM-2 control module, and the VRM-1 solenoid driver. They can be purchased separately and one will function without the other, but both are required to take full advantage of the system. Once connected, the VRM-1 activates the nitrous and fuel solenoids, while the NCM-2 provides in-cockpit adjustability and control of the VRM-1.
The NCM-2 and VRM-1 combo removes the mechanical throttle switch, arm switch, purge switch, external relays, and excess wiring and fuses. Using this set-up, there are only nine electrical connections to make. And a nitrous kit can be installed in under an hour. All adjustments and activations take place from the driver's seat via the NCM-2. Nitrous system activation/deactivation and line purging are accomplished with a simple push of a button. Plus, by removing the mechanical throttle switch (which is usually installed on the throttle body and can only activate at 100 percent wide open throttle) the NCM-2 can activate nitrous anywhere from a minimum TPS voltage of 2.5V. On most cars, this equates to possible part-throttle nitrous activation at a selected point between 55 to 100 percent throttle. The NCM-2 has a built-in display so users can view in real time how much throttle is being applied, and how close they are to reaching nitrous activation point.
The system also includes a time delay option, allowing the nitrous hit to be delayed anywhere from 0.25 seconds to five seconds, selectable in 0.25-second increments. This is useful for cars that need a top-end boost in power but produce too much wheel spin off the line. An rpm window switch, a feature unfortunately missing from Venovus' line-up, could accomplish the same thing. With a window switch, you set the rev range where the nitrous is to be activated, thereby programming a delay off the line. The NCM-2's time delay performs the same task, but when modifications are made to go faster, or encountering changes in climate and/or altitude, the time delay will cause activation at different points, meaning lots of adjustment. This isn't such a pain because the NCM-2 can still deal with instant nitrous activation's biggest problem: wheel spin. But an rpm signal input would be our first choice for an addition to any future model revision from Venovus.
Photo Gallery: Venovus Engineering Nitrous Control System - Sport Compact Car
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