Our H22A is mildly modified. Baseline tests included a 68mm throttle body, Skunk2 valvetrain and Stage 1 camshafts as well as a DC Sports header, AEM cold air intake and Skunk2 exhaust.
Similar to the microswitch, the NCM-2 activates nitrous oxide flow based on throttle position, but the NCM-2 does so digitally. This allows users to program throttle-based nitrous engagement values from inside their vehicle and change them whenever they want. The NCM-2 learns the engine's TPS characteristics the first time it's used and displays throttle angle readings through a series of LED lights on the controller's face.
The box also features a built-in time delay so nitrous activation can be postponed for up to five seconds from the time the desired throttle position is triggered. This is especially useful for front-wheel-drive vehicles looking for a bit of traction buildup prior to squeezing. It's easier on the drivetrain too, which means there's less chance in damaging axles, driveshafts or gearboxes. Nitrous activation, purge and throttle control changes are all made directly from the controller, eliminating any switches and toggles you may be accustomed to from the past. You won't miss them though. The NCM-2 also boasts a couple of important safety features. It disconnects nitrous engagement each time the vehicle's shut off and disregards nitrous activation at values below 55 percent throttle. An engine that's filled with nitrous oxide prior to start-up as well as low-rpm nitrous engagement are both popular culprits for those infamous engine block holes we mentioned earlier.
To throw Venovus' controller and solenoid driver through their paces, we looked to the H22A-swapped Honda Civic. The little hatchback's already traction limited so if we're going to fit nitrous oxide to it we've got to have a way to prolong activation. The only problem with installing a direct port nitrous oxide kit to the Prelude's H22A engine is finding a place to mount the foggers on the intake manifold. The manifold's exhaust gas recirculation ports make positioning the foggers up top impossible, which leaves two options: mount them underneath or switch to another manifold. Mounting the foggers and lines underneath the manifold wasn't an option here. We want to be able to keep tabs on the system and keep everything accessible in the event of a leak. We also want to be able to easily access the foggers for when, not if, we fit larger jets to the system. A stealth, street racer install isn't our goal here but rather something easy to work on and ultra reliable.
There's plenty of room for any direct port nitrous oxide kit's foggers up top now. The Skunk2 Pro Series manifold also has built-in provisions for the throttle cable and idle air control valve and features a 66mm opening on the throttle body side.
To solve our fogger dilemma we contacted Skunk2 for one of their Pro Series intake manifolds. The benefits of the Pro Series manifold are more than just allowing us to find a place to fit our nitrous foggers. The larger runners and plenum volume helped us pick up sizable torque and horsepower gains across the board thanks to some fine-tuning of our Hondata S100 by Do It Dyno's Carlos "Bubba" Ocegueda. We found moderate power gains after first installing the manifold, but it wasn't until Bubba massaged the air/fuel curve that we were able to net an impressive 24 additional horsepower out of the midrange. Keep in mind, this is before we even turned on the nitrous. We should also mention here that the Pro Series manifold is also paired with a set of Skunk2 Stage 1 camshafts that were already installed for our baseline tests and a 68mm throttle body. We also swapped our spark plugs for colder heat range NGK plugs to ensure a bit of nitrous safety. Prior to installing Skunk2's manifold, engine power was limited below the 7,500rpm range. The larger plenum volume is good for at least another 1,000 rpm or so as we picked up about 6 hp at the peak. We suspect power differences once the nitrous is activated would be much greater since the added plenum volume and runner diameters will allow for even better cylinder filling.
Despite conservative jetting, traction during nitrous activation is nonexistent. We expected as much. From about 4,500 rpm onward it's nothing but tire squeal. That's where the NCM-2 comes in. We were able to delay nitrous activation in 0.25-second increments to find that happy spot where our meats hook up and the car actually moves. Spinning in place is never fun.
Venovus' controller works in tandem with most any nitrous system's solenoids. The VRM-1 eliminates the relays and triggers nitrous and fuel activation through its own internal ones. | 
The NCM-2 eliminates everything from the conventional microswitch to any of the toggle switches and buttons nitrous users may be accustomed to. The result isn't just a cleaner appearance but a more trouble-free setup. | 
The VRM-1 isn't required to take advantage of the NCM-2 but it sure simplifies installation. Relays that provide voltage to the nitrous and fuel solenoids are mounted inside the box along with a fuse. Two wires complete the installation and the box plugs directly into the NCM-2. |
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Dyno1: The Skunk2 Pro Series intake manifold gave us an additional 24 hp and 23 lb-ft torque in the 5,500rpm zone. It took just a few passes and some tuning on Do It Dyno's dyno to secure these numbers. | 
Dyno2: Our conservative shot of nitrous yields a solid peak of 266 hp and 234 lb-ft torque. We'll be upping the jets for future tests but for now it's seriously testing our Civic's traction capabilities. |