155351 155352 155353 155354 HOLLEY SMARTCHARGE

HOLLEY SMARTCHARGE ™ SYSTEMS
Part #
155351
(Level 1)
“VST” engine with fuel separator
“Cool fuel” engine with mechanical pump
“Cool fuel” engine without mechanical pump
155352
155353
155354
(Level 2)
155351
Holley Level 1 and Level 2 SMARTCHARGE ™ systems are designed to increase
the horsepower and enhance the performance of any stock, non-supercharged
Mercury 454/502 MPI engine built in model years 1993–1998.
The SMARTCHARGE ™ Level 1 system is good for an increase of up to15 horsepower. It consists of a polished billet, high flow flame arrestor assembly that flows
up to 10% over stock and a special Holley adjustable (from 25 to 65 PSI) fuel
pressure regulator. This regulator lets you modify the engine fuel flow to properly
tune the air/fuel ratio for optimum performance.
155354
The SMARTCHARGE ™ Level 2 system is good for an increase of up to 50 horsepower. It consists of the same high-flow flame arrestor and adjustable fuel pressure regulator used in the Level 1 system, but it goes a few steps further. The
Level 2 system also includes a Holley-exclusive ignition enhancer for higher output
spark. This enhancer was originally designed and engineered for ultra-high
performance racing applications. It provides up to 50% more electrical energy
(maximum 15 amps continuous) for electric fuel pumps and/or ignition coils.
Lastly, the Level 2 system consists of an OEM Mercury Marine ECU that's performance-programmed to a higher (5400 RPM) rev limit. It also has a reprogrammed
fuel MAP and a more aggressive ignition curve to take full advantage of the maximum power available from these big block engines.
The SMARTCHARGE ™ Level 1 and Level 2 systems are tested and proven
marine products that can safely provide significant horsepower gains without
damaging the engine.
A $250.00 core charge will be added to the cost of the system if your ECU is not
returned to Holley.
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AIR SYSTEMS
MARINE SUPERCHARGER TECHNICAL INFORMATION
This marine supercharger technical section has been
prepared to provide as much information as possible
about superchargers for marine applications.
Many people have the impression that a supercharger is an
exotic performance part found on high dollar race boats.
There is also the impression that a vessel with a supercharged engine(s) is difficult to drive and maintain on a daily
basis. Nothing could be further from the truth on both
counts. First, a supercharger is nothing more than a large
air pump that can provide greater than atmospheric pressure (boost) to an engine. Second, when building an engine
for supercharging (other than a racing application), it is generally built for low- to mid-range torque and power, just as a
stock engine would. As a result, the engine would be no
more difficult to operate or maintain than prior to being
supercharged.
The important thing to understand is that gasoline engines
used in marine applications are subjected to much greater
loads than when the same or similar engine is used in a
vehicle on the street. The same thing is true of a supercharged gasoline marine engine that’s running under boost
most of the time, as opposed to a naturally aspirated marine
engine. Factoring a supercharger into the engine equation
results in a whole new list of concerns that must be dealt
with due to the increased stress that’s placed on the complete engine system. Everything must be up to snuff, and in
some cases modified to accommodate going the supercharging route. Supercharging has its unbeatable performance rewards. One should know and understand up front
what engine and system preparation or modifications may
be required before installation is attempted. This will only
add to the ultimate satisfaction and enjoyment of the completed project.
As a result of being in a full load/boost condition most
of the time, the marine engine has a number of requirements not needed in a street machine. Even if you have
a lot of supercharger experience with cars you must forget everything you learned and start over if you plan on
performing a successful installation on a marine
engine!
146
Main Points to remember:
1. Up to 100% more fuel delivery capability may be
required. Depending upon how much total additional
horsepower you are producing, you will need to be able
to deliver more fuel to the engine. If the horsepower is
doubled, twice the amount of fuel will be required…that’s
a 100% increase. This may mean larger fuel lines, less
restrictive and larger fuel/water separators, larger flow
fuel regulators, bigger carburetor or carburetors and a
higher flow fuel pump.
2. Lower compression ratio. Depending upon how much
total power you want to produce, you may need to lower
the compression ratio in order to raise the blower boost.
3. Depending upon the total power desired, you may need
to change the camshaft.
4. A different ignition system is required in most installations.
5. A different exhaust system may be required in some
installations.
6. A prop change is almost always required to take
advantage of the addition power available.
NOTE: Details on all of the above, plus additional tips are provided in the
Holley Marine Supercharger Technical Manual that’s supplied with
each marine supercharger kit.
Engine Preparation:
The extent of engine preparation will depend entirely on how
the engine is to be used. A supercharger can even be
installed on a stock engine with cast pistons and a cast
crankshaft as long as moderate boost (below 5 pounds) is
maintained and any detonation is strictly controlled. Engine
speed should also be limited to 5000 RPM. Detonation on
cast pistons can easily break ring lands. Too much boost
and/or detonation on a stock or worn engine can cause piston damage or burned valves.
Supercharged Engine Guidelines:
Cylinder Head and Valve Train Preparation:
1. Compression ratios in the area of 7.0:1 to 9.0:1 (about
Weak valve springs or burned valves can lead to backfires.
When an engine has been run more than 500 hours, the
entire valve train should be inspected. If the valve springs
require replacement, factory heavy duty or equivalent
springs should be used. If a new camshaft is to be used,
follow the camshaft manufacturer ’s recommendation for
valve springs.
8.0:1 is optimum) work out best for normal boost pressures.
2. Boost pressures in the range of 4 – 7 PSI have proven
to be the best overall compromise for power and reliability.
3. Maximum of 4500 – 5000 RPM when using stock cast
pistons. Engine “blueprinting” and using proper components will increase high RPM reliability and allow you to
realize the full potential of the supercharged engine.
4. Detonation (pinging) is the single most destructive force
in a supercharged engine and steps must be taken to
eliminate it. This may include lowering boost pressure,
running lower total timing and increasing the fuel flow to
prevent leanout. The cooling system also needs to be in
good condition, and possibly modified to prevent overheating, which can lead to detonation.
If an engine is to be driven hard or under load, as in a boat,
a thorough blueprinting should be considered. Forged pistons, with their inherent strength and ability to withstand
higher temperatures, are recommended. Follow the piston
manufacturer’s recommendations for piston-to-cylinder
clearances. A compression ratio exceeding 8.0:1 is not
recommended, nor is it usually necessary to achieve the
level of performance that’s desired. If compression ratio is
raised above 8.0:1 fuel, ignition timing and total boost
become critical factors. Detonation may occur and steps
must be taken to control it. Piston rings take as much
abuse as any other component in an engine. “Moly” or
“Double Moly” piston rings (iron piston rings coated with
Molybdenum Disulfide) are an excellent choice for supercharged pleasure boat engines. They seat quickly and
wear well. For competition, where higher boost pressure
and engine RPM will be the norm, chrome or stainless
steel pistons rings should be considered. Consideration
should also be given to using heavy duty fasteners, especially on the connecting rods and main bearing caps, for
added durability and strength.
Unless the engine will be run with a high boost level (12
PSI or more), it is not necessary to O-ring the block. FelPro’s high performance head gasket with built-in stainless
steel O-ring is recommended because it can withstand the
higher combustion pressure and temperatures encountered
in a supercharged engine.
Intake valves should be treated to a three-angle grind to
provide better sealing. Exhaust valve edges should be as
thick as possible to avoid burning and the exhaust valve
seat could be treated to a one- or two-angle valve job.
Thin valve edges are extremely susceptible to burning and
have no place in a high performance marine supercharged
engine that operates for extended periods at full load, full
boost and high RPM. Wide valve seats should be used
because they will provide a much greater contact area
between the valve and the valve seat for maximum heat
transfer. If porting work is contemplated, effort should be
directed to the exhaust ports. The supercharger will overcome most minor restriction on the intake side of the cylinder head.
Camshaft Selection:
A supercharger can overcome inadequacies in a stock cam
up to about 4500 – 5000 RPM. You will typically find that
performance with a blower will not be significantly
enhanced below these speeds with a camshaft change.
However, for optimum performance at high RPM, a more
aggressive camshaft profile will provide a substantial power
increase.
Select a cam that has higher lift and longer duration on the
exhaust side for the best performance. Non-race performance will usually be best with a camshaft that is ground
on 112 – 114 degree lobe centers. Supercharger cams can
typically be run “straight up”. Note that a supercharger
does have the tendency to lessen the rough idle characteristics of radical cams.
NOTE: Holley lists a number of its Lunati camshafts for supercharged
marine engines in this catalog.
Other Preparation:
Flame Arrestors:
A good quality flame arrestor must always be used, especially if the engine sits in an enclosed bilge. Always use
the largest flame arrestor that you can. A flame arrestor
that’s too small will hurt top end power because it will be
too restrictive.
147
AIR SYSTEMS
Exhaust System:
The more horsepower an engine develops the better the
exhaust system has to be. The stock cast iron exhaust that
is supplied on MerCruiser 330 and 365 horsepower engines
(both based on the 454 CID block), and the 420 horsepower engine (based on the 502 CID block) are adequate only
up to about 500 horsepower. The horsepower series of
MerCruiser engines utilize a high performance exhaust system that flows well and can handle the higher horsepower
levels. High performance marine aftermarket exhaust systems are expensive, but if you want serious horsepower
this is mandatory.
A supercharged marine engine should never be set up with
a through-the-prop exhaust system. This is overly restrictive and can substantially reduce power and could cause
engine damage due to excessive back pressure.
Cooling System:
Superchargers, particularly when run at higher boost pressures, produce a lot more heat in the combustion chamber.
This heat must be transferred from the cylinder head to the
coolant that passes through it in a quick and efficient manner. In many cases the standard marine cooling system is
not capable of pulling this heat out of the cylinder heads
fast enough. The stock cooling system, however, can be
modified to substantially improve cylinder head cooling.
This is accomplished by replacing the O.E. recirculating
water pump with a Holley universal crossover adaptor. The
stock thermostat housing must also be replaced with a
Holley water distribution block. These parts are listed elsewhere in the catalog. Cooling system modifications are
covered in more detail in the Holley Marine Performance
Technical Manual.
Carburetion:
At full throttle a supercharged engine can require 50% more
air than a naturally-aspirated motor. This means a larger
carburetor(s) will be required to produce maximum power.
Holley offers a selection of dedicated marine supercharger
carburetors that are designed to install on a range of
engine and blower applications. Some carburetors include
an externally accessible vacuum connection for the power
valve. This allows a vacuum line to be run from this port
down to the intake manifold so that the power valve is activated only by true intake manifold vacuum. Holley marine
supercharger carburetors are also correctly calibrated to
run on supercharger engines so that only minor tuning will
be required to get them “dialed in”.
148
Typical non-supercharger calibrated carburetor(s) will need
to be enriched by 5 – 10% on the primaries and 10 – 20%
on the secondaries. The idle mixture screws may need to
be enriched by 1 – 2 turns. In either case, the carburetor(s)
need to be properly jetted to prevent a lean condition. For
initial start up, it is better to have a slightly rich condition to
help prevent the engine from overheating. After initial start
up, check the spark plugs for proper reading (color) and
adjust the carburetor(s) accordingly. You want to see a
medium to dark tan color.
Fuel System:
An inadequate supply of fuel can cause a lean condition
which could lead to detonation and overheating. An excessive supply of fuel can cause puddling of fuel in the manifold, which could lead to backfiring. Upgrading the stock
fuel system should be considered, especially if the
engine(s) will be run hard on occasion. To upgrade, a high
volume mechanical or electric marine fuel pump used in
conjunction with a fuel pressure regulator, is recommended.
The electric fuel pump should be mounted near the fuel
tank. Holley offers a variety of high flow mechanical and
electric marine fuel pumps. For example, a 120 GPH electric fuel pump under P/N 712-815. Larger diameter marine
fuel lines may also be necessary, especially on high-horsepower engines. Use a good quality, high flow filter.
Ignition System:
Most MerCruiser engines utilize a Thunderbolt ignition module. While this can vary based on the engine’s horsepower
rating, most of the modules are set up with 24 degrees of
ignition advance. The typical module also has 10 degrees
of initial timing for a total advance of 34 degrees. For the
average supercharged marine engine this is too much.
Total advance from 26 to 30 degrees is recommended,
depending upon application. The higher the compression
ratio or the higher the boost, the less total timing you want
to run. It is not recommended to retard distributor timing to
achieve a lower total advance since this will make the
engine difficult to start, provide a poor idle and contribute to
excessive backfire. It will also cause the engine to run hotter and will contribute to exhaust valve failure. The easiest
fix is to utilize a MerCruiser V6 module. This can replace
the V8 module and allow you to set the total advance at 28
degrees while still providing 17 degrees of initial timing.
Another fix is to install a Holley HPANNIHILATOR marine
ignition module, P/N 800-150. This is used with the existing ignition system except the stock V8 module is removed.
This is a widely used arrangement, particularly when higher
boost levels of 6 or more PSI are being used.
Supercharger Drive Ratios:
Prop Changes:
Supercharger boost pressure is affected by three factors:
engine size, supercharger size and the speed that the
supercharger is driven in relationship to the engine speed.
Bigger blowers that are driven at the same speed as a
smaller blower will produce more boost. Smaller superchargers (up to 177 sizes) are usually operated at higher
drive ratios than the larger (250 and larger) blowers.
These faster blower speeds are more efficient at lower
engine speeds and less so at higher engine speeds, compared to the larger blowers.
Supercharging will greatly increase an engine’s power
output and a prop change will be required to fully utilize
this additional power. As a rough rule of thumb, propeller
pitch can be increased one inch for each additional 300
RPM the engine will turn at full throttle. For example, if
the stock engine topped out at 5,000 RPM but can now
turn 6000 RPM with the supercharger, an additional three
inches of pitch could be added to the propeller(s).
Additionally, if the boat is currently equipped with threeblade props it may now have the tendency to cavitate with
the extra power that’s now available. A switch to four
blades can eliminate or reduce this tendency to cavitate.
For example, the Weiand 142 Pro-Marine supercharger
for the small block Chevrolet is supplied with a 1.95:1
ratio. The Weiand 177 Pro-Marine is supplied with a
1.71:1 drive ratio. These drive ratios will provide about 5
– 7 pounds of boost — a good all-around boost pressure
for most typical marine cruising situations. Likewise, the
Weiand 256 Pro-Marine supercharger is equipped with a
1.40:1 drive ratio to provide approximately 5 – 7 pounds
of boost. The 256 blower is around 50% larger than the
177 and does not have to be spun as fast to achieve the
same boost pressure.
Maintenance:
Holley and Weiand superchargers require little in the way
of maintenance. They are machined and set up to operate with tight clearances, with no rotor-to-case contact.
Make sure the rotors always turn freely and check immediately if the engine backfires. Monitoring lubricant levels
is also important; lubricant should be changed every 100
hours of operation. If boost pressure drops dramatically,
the unit should be overhauled. Call Holley technical service for details regarding superchargers.
A wide range of pulleys is available for both the Holley
and Weiand superchargers to help you tailor the boost
pressure you want to achieve for your engine.
NOTE: The use of a boost retard device is not recommended in a marine
application since a boat engine is in boost almost all of the time.
Because of this, there is simply no advantage to optimizing the
ignition system for a non-boost condition. It is much better to
optimize the ignition for boost conditions, where the engine will
be operated most of the time.
FIGURING OUT THE EFFECTIVE COMPRESSION RATIO
This chart shows how to arrive at the effective compression ratio of an engine when both the static, or mechanical compression ratio of the engine is known, as well as the amount of supercharger boost. Marine engines should keep the effective
compression ratio below about 11.0:1. This chart can be used for and applied to all sizes of superchargers.
Static
Compression
Ratio
7.0:1
7.5:1
8.0:1
8.5:1
9.0:1
9.5:1
Supercharger Boost
2 lbs.
4 lbs.
6 lbs.
8 lbs.
10 lbs.
12 lbs.
8.0:1
8.5:1
9.1:1
9.7:1
10.2:1
10.8:1
8.9:1
9.5:1
10.2:1
10.8:1
11.4:1
12.1:1
9.9:1
10.6:1
11.3:1
12.0:1
12.7:1
13.4:1
10.8:1
11.6:1
12.4:1
13.1:1
13.9:1
14.7:1
11.8:1
12.6:1
13.4:1
14.3:1
15.1:1
16.0:1
12.7:1
13.6:1
14.5:1
15.4:1
16.3:1
17.3:1
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AIR SYSTEMS
FLAME ARRESTORS
Flame arrestors are required, by law, for every boat with a gasoline engine.
Holley marine flame arrestors are designed to protect your vessel from the
potentially disastrous effects of backfire, plus they look great. Aproperly
sized flame arrestor is a must to get the maximum performance from your
vessel. Aflame arrestor that is undersized will restrict engine breathing as
would a dirty air cleaner.
Holley offers aluminum, chrome and stainless steel flame arrestors in various sizes. The charts below list these by finish and also their sizes and
recommended CFM. The recommended CFM column is a selection guide
so that the flame arrestor could be properly sized to the carburetor’s CFM
capacity and existing space restrictions.
Flame Arrestor
Vent Tubes
Part #
1/2" bolt-on aluminum
vent tube (use with
Holley flame arrestors
p/n 720-11 or 720-12)
720-33
5/8" bolt-on aluminum
vent tube
720-31
Aluminum
P/N
720-11
720-12
720-13
A
5-3/4"
5-3/4"
8"
Dimensions
B
C
2"
3/4"
3"
3/4"
3"
3/4"
D
5"
5"
5"
Vents
NO
NO
NO
Fume
Tube
NO
NO
NO
Recommended
CFM
350-600
600-700
600-800
Chrome
P/N
720-3
A
8"
Dimensions
B
C
3"
3/4"
D
5"
Vents
YES
Fume
Tube
NO
Recommended
CFM
600-800
Stainless Steel
P/N
720-1
A
5-3/4"
Dimensions
B
C
3"
3/4"
D
5"
Vents
YES
Fume
Tube
NO
Recommended
CFM
600-800
AIR CLEANER / FLAME ARRESTOR ASSEMBLY
Part#
720-35
Here’s an air cleaner assembly that also functions as a flame arrestor.
Holley has created a unique marine product by combining a Weiand
14” chrome air cleaner lid and base with a Holley POWER SHOT™
air filter element. Outside testing has confirmed this product’s ability
to meet Coast Guard requirements for a flame arrestor. The air
cleaner lid is designed to fit a 5-1/8” carburetor neck. This dimension is the standard 4-Bbl size.
Air Filter Cleaner & Oil Kits
8 OZ. bottle of oil
12 OZ. bottle of cleaner
150
6-1/2 OZ. aerosol can of oil
8 OZ. bottle of oil
12 OZ. bottle of cleaner
6-1/2 OZ. aerosol can of oil
12 OZ. bottle of cleaner
Part#
100-10
100-11
100-13
100-12
100-14
®
HIGH PERFORMANCE THROTTLE BODIES
Part #
1000 CFM (square flange)
2000 CFM (DOMINATOR flange)
9900-135
9900-139
If you’re thinking of building either a high performance or race marine
multi-point fuel injection system for your engine, look no further than
Holley for the throttle body.
Holley offers a line of universal throttle bodies that range in
sizes from 1000 CFM to 2000 CFM and are available with
standard square bore or DOMINATOR flanges. These billet beauties will provide all the air your motor can
ingest.
Sporting premium design features that enhance their
ruggedness and durability, Holley performance marine
throttle bodies are built to take the most severe usage.
They look great as well — they’ve got the looks to go
with the brawn. Open up those engine hatches and watch
the walkers-by start gawking!
Features
• Billet construction
• Progressive linkage system
• Idle air control (IAC) system incorporates over-sized passages to accommodate larger engines to further enhance idle quality and control
• Throttle shafts are offset with respect to the throttle plates so engine
vacuum will assist throttle plate closure
• Special machined radii on top and bottom of throttle body promotes maximum air flow and minimizes air turbulence
• No external springs or brackets because throttle return mechanism is integrated into the throttle body assembly
• 1000 CFM utilizes .750" bores while the 2000 CFM utilizes
1.25" throttle bores
151
IGNITION SYSTEMS
ANNIHILATOR® IGNITION SYSTEMS
ANNIHILATOR® FOR 2000
The ANNIHILATOR marine product line has been greatly expanded over
the past several years and now offers more application coverage and
product variety than ever before. The ANNIHILATOR ignition brand con sists of the most advanced, reliable and user-friendly ignition systems
for pleasure boating or racing.
ANNIHILATOR HP and STRIP, microprocessor-controlled ignition systems,
are fast, reliable and powerful and contain a multiple spark feature.
They’re race-proven and proven to be the best. LASERSHOT 250 marine
ignition wires have no equal. Featuring only 250 Ohms resistance per
linear foot of wire, these premium quality wire sets are your assurance
that the spark plugs are receiving maximum voltage from the ignition.
After factoring in that RFI is either negligible or non-existent, you can
see what an unbeatable marine product LASERSHOT 250 wires really are.
There’s more! You can see for yourself by browsing through this ignition
section. All in all, there’s more ANNIHILATOR product for more mariners ,
for more uses than ever before.
ANNIHILATOR® PHILOSOPHY
Holley developed the ANNIHILATOR ignition systems with a new way of
thinking. The goal was to develop the most advanced and dependable
line of user-friendly performance ignition systems. Unlike other ignition
systems that take a “me too” approach, Holley chose a different path.
The result is a line of user-friendly, multiple spark CD ignition systems
that utilize microprocessors for full functional control and an integrated
features package that is unique to each system.
An example of this user-friendly approach is the QUICKSHOT Programmer
that is included with the STRIP and PRO STRIP ANNIHILATOR ignition
systems. This handy device is a soft-touch keypad with a two-digit LED
display. QUICKSHOT is small enough to fit in the palm of your hand,
and you can make and change all system settings through it. System
changes, of course, are accomplished instantaneously, and the engine
doesn’t even need to be running. On the other hand, changes can even
be made with your racing gloves on!
Try that with a competitor’s bulky system.
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®
ANNIHILATOR® TECHNOLOGY
Every ANNIHILATOR ignition system is equipped with EEPROM-type micro processors. Their memory can be overwritten many times, not just once
like less expensive microprocessors. This allows changes to be made to any
of the system settings whenever you want, however many times you desire.
These ANNIHILATOR microprocessors offer superior control of ignition func tions because they operate with a software program. This program allows
the microprocessors to make decisions based on a number of factors to
insure that spark is occurring at exactly the right time. The Holley
ANNIHILATOR ignition software allows these microprocessors to act as a
“watch dog” over all ignition functions. For example, when engine RPM is
low (less than 500 RPM), the software program instructs the microprocessor
to retard the ignition timing. Because the microprocessor “knows” what
the engine speed is at all times, there is no need to connect a wire to the
starter solenoid. This makes for an easier, cleaner installation, with fewer
wires to connect than the competition.
INDUCTIVE VS. CAPACITIVE DISCHARGE IGNITIONS
Inductive ignition systems use the ignition coil to store the
energy that ignites the spark plugs. This is usually done by
passing the current through a resistor (to limit the current)
and then to the coil, to create a magnetic field. A problem
occurs, however, if the coil reaches saturation (maximum
magnetic energy level) before the spark is required. The
reason is that a relatively large amount of current (6 amps
of higher) is needed to maintain this energy level. Much of
this energy is subsequently lost and converted into heat,
rather than saved for firing the spark plugs.
Inductive
Ignition
Spark
CD
Ignition
Spark
On the other hand, at high RPM there may be insufficient
time for the coil to reach full saturation, and the resulting
voltage available to fire the spark plugs may be less than
optimum. Performance can drop off considerably. Most original equipment and some aftermarket ignition systems use
this inductive technology.
Capacitive discharge ignition systems use a storage capacitor to hold spark plug firing energy. The capacitor used in all
ANNIHILATOR ignition systems can be charged extremely fast, and it can hold this energy for extended periods of time,
with almost no loss or leakage. When it’s time to fire a spark plug, it can release this energy to the ignition coil very
quickly.
The capacitor is electronically connected to the ignition coil by a solid-state switch. When it’s time to generate a spark,
the switch is signaled to release the voltage charge from the capacitor to the primary side of the ignition coil. It
accomplishes this in less than a ten-millionth of a second. The voltage is then stepped up in the ignition coil and
reaches upwards of 50,000 volts before it’s applied to the spark plug electrodes.
An ANNIHILATOR ignition system can store 135 millijoules of energy at 525 volts, for each spark. This is one reason
why an ANNIHILATOR ignition system is capable of firing a 8 cylinder engine up to 16,000 RPM, with no degradation in
spark energy.
153
IGNITION SYSTEMS
MULTIPLE SPARKS
The quicker, hotter spark of a capacitive discharge ignition system results in a shorter duration for each spark. At high
engine RPM this is not a problem because the spark must occur very quickly. However, at low engine RPM this shorter dura tion can result in poor performance because cylinder pressures and temperatures are low and air/fuel mixtures can be poor.
To alleviate this condition and to insure that the air/fuel mixture is fully ignited, ANNIHILATOR ignition systems are
designed to automatically fire each spark plug as many as five (5) times, or up to 34º after each timing trigger, from 50
to 3,000 RPM.
RUGGED DURABILITY
Every ANNIHILATOR ignition system is fully potted for long life and rugged durability. Potting material is applied in liquid
form so that it will completely cover the circuit board and components. When dry, it provides life-long protection by damp ening vibration and insulating the electrical components from the outside elements. This potting material is so protective
that there is no need to use rubber mounting cushions, like some competitive systems.
ACCURACY AND CONSISTENCY
Eliminating old analog technology is a giant step toward designing an ignition system that will perform at a consistently
high level of performance, each and every time. All ANNIHILATOR ignition systems use a microprocessor to control such
ignition system functions as rev limiters, RPM-activated switches, spark duration and ignition timing. Because the micro processor is not affected either by temperature or humidity, it will perform all calculations and carry out instructions at the
same speed, regardless of weather. Ignition system consistency is crucial when you’re trying to get a race car to perform
the same in the heat of the afternoon as it did in the cool of the morning. The following chart shows the high level of
accuracy the ANNIHILATOR ignition systems are designed to achieve.
ANNIHILATOR Ignition System Accuracy
Function
Programmed Accuracy Rate
Rev limiters
+ 10 RPM @ 6,000 RPM (*)
Timing computer
+ 1/4º up to 16,000 RPM
Timing retards
+ 1/4º up to 16,000 RPM
RPM switches
+ 10 RPM @ 6,000 RPM
Boost retard
+ 1/4º up to 16,000 RPM
(*) Rev limiter accuracy will vary, based on the rotating mass of your particular engine;
the heavier the rotating mass, the higher the variation.
BATTERY VOLTAGE
ANNIHILATOR ignition systems will operate on vehicles with 12 to 24 volt
electrical systems. This is an important feature because many race cars
do not use an alternator and the amount of voltage available from the
battery will vary significantly throughout the day. All ANNIHILATOR igni tion systems are designed to provide the maximum possible spark energy
for the battery voltage available. In fact, they will operate on as little as
10 volts. Total shut down occurs at 7 volts. As an aside, ANNIHILATOR
offers a Race Cell, under P/N 880-100. It’s a deep cycle battery that puts
out 12 volts and uses AGM (absorbed glass mat) technology. If you’re
looking for a new battery, you’ve got to check this one out!
154
®
COIL COMPATIBILITY
All ANNIHILATOR ignition systems are designed to be compatible with any brand of igni tion coil that is designed for a capacitive discharge ignition system. Holley has a com plete line of high performance ignition coils. ANNIHILATOR LASERSHOT coils are designed
to maximize the energy output of the ANNIHILATOR ignition systems.
MECHANICAL ADVANCE LOCK OUT AND DISTRIBUTOR PHASING
Mechanical Advance Lock Out:
The ignition system’s computer will be performing all timing
advance and retard functions. As a result, the distributor’s
mechanical advance mechanism will no longer be required. It
must be locked out. Locking out the mechanical advance can be
accomplished in a number of ways. Holley offers distributor lock
out and phasing kits for various distributors and they can be found
on page 49 in this catalog. Select ANNIHILATOR billet distributors,
are already available with this lock out feature. Other distributors
may need to have a lock out plate installed, or the advance mech anism welded in place. The mechanical advance mechanism should
always be locked in the position that will provide the maximum
Magnetic
Pickup
amount of timing retard.
Distributor Phasing:
Distributor Cap
Rotor Cap
Rotor
#1 Cylinder
Cap Post
Reluctor
Pickup
Mounting Kit
Phasing refers to the process of modifying a distributor to set up
and fix the alignment between (1) the cap and the rotor and (2)
the pick-up sensor and reluctor (trigger wheel). Phasing is needed to assure that when the system is triggered to
fire, the rotor is properly aligned to the correct distributor cap post for the engine cylinder to be fired. Distributor
phasing is accomplished in the following manner, once the mechanical advance mechanism has been locked out.
1. Loosen the distributor hold down bolt and rotate the distributor until the rotor is
aligned with the cap post. Tighten the hold down bolt.
Note: You may need to install a clear, see-through distributor cap or cut a hole
In an old distributor cap above the #1 cap post.
2. Adjust the pick up sensor so it is in direct alignment with the reluctor. If using a crank trigger,
loosen the screws on the pick up bracket. Adjust the pick up so that it is aligned with the
magnet in the trigger wheel.
Note: You may need to drill and tap new mounting holes or install a hold down fixture
to secure the magnetic pick up in the new location.
TACHOMETER COMPATIBILITY
ANNIHILATOR ignition systems are compatible with most original equipment and aftermarket tachometers. A 12-volt
square wave signal pattern is used, which is the standard in the automotive industry for electronic tachometers.
155
IGNITION SYSTEMS
ENGINE FRIENDLY REV LIMITERS
A rev or RPM limiter, is designed to protect the engine from over-revving.
This situation can occur during racing if a drive line component should
break or the tires lose traction. A rev limiter can also be used to regu late engine speed while performing a burn-out or while staging or when
using a “stutter delay” to regulate elapsed time (E.T.). A rev limiter
works by turning off the spark to individual cylinders. This “dropping of
cylinders” causes the engine to misfire and therefore brings down the
RPM and holds it at the preset level.
Some competitive ignition systems use resistor-style RPM chips to control
rev limits. These chips are simply a resistor encased in a plastic housing. When the ambient air temperature rises,
so does the resistance. This increase in resistance can cause the rev limiter setting to vary, resulting in inconsistent
performance between morning, afternoon and night racing sessions. All ANNIHILATOR ignition systems use a micro processor to control rev limiters. The microprocessor is not affected by ambient air temperature or humidity and it
will accurately control the rev limiters, regardless of the weather. Another advantage of the microprocessor is that it
reacts very quickly (4 micro seconds or less) and is therefore extremely fast at engaging the rev limiter should engine
speed reach the preset limit.
The ANNIHILATOR Strip, Pro Strip, ICT & DIS ignition systems offer two types of rev limiter methods, a random pat tern method and a sequential pattern method. Either can be selected with the QUICKSHOT Programmer. The random
rev limit method should be used on big cubic inch (500 CID or bigger), high horsepower (700 HP or higher) engines,
like those used in Pro Stock, Pro Mod or Top Dragster type vehicles. The random method drops the spark to all cylin ders until engine speed falls below the pre set RPM limit. Once engine speed is under this RPM limit, spark is
restored to all cylinders and the firing order is resumed. This random pattern method is the most effective rev limit
method to use for large cubic inch/high horsepower motors. This method can also be used to accurately control stag ing (launch) RPM.
The sequential pattern rev limit method has several cylinder firing patterns to choose from, based on the type of
engine (3, 4, 6, or 8 cylinders). The selection is made though the QUICKSHOT Programmer. The sequential method
provides a smooth and even method of dropping cylinders and it’s best suited for smaller cubic inch (less than 500
CID), lower horsepower (less than 700 HP) engines. Cylinders are sequentially dropped in a predetermined pattern.
Unlike the random method, sparks are not completely dropped and ignition is still available even though engine
speed may be above the pre set RPM limit. This enables the engine to ignite any unburned fuel to keep the cylinders
clean and avoid a damaging detonation in the exhaust system.
Sequential Rev Limit Patterns
Trigger Firing Inputs
1
2
3
4
5
6
7
8 Cylinder Engines
8
9 10 11
1 out of 2
1
2
3
4
5
6
7
8
1
2
1 out of 3
1
2
3
4
5
6
7
8
1
2
1 out of 5
1
2
3
4
5
6
7
8
1
1 out of 7
1
2
3
4
5
6
7
8
1
1 out of 9
1
2
3
4
5
6
7
8
1
1 out of 11
1
2
3
4
5
6
7
8
1
12
13
14
15
16
17
18
19
20
3
4
5
6
7
8
1
2
3
4
3
4
5
6
7
8
1
2
3
4
2
3
4
5
6
7
8
1
2
3
4
2
3
4
5
6
7
8
1
2
3
4
2
3
4
5
6
7
8
1
2
3
4
2
3
4
5
6
7
8
1
2
3
4
Cylinder
Firing Pattern
156
Indicates cylinder in the sequence
that is being fired.
®
ANNIHILATOR Ignition System Specifications
Model
P/N
HP
Annihilator
P/N 800-150
Input
Operating
Voltage
10-24 volts
Operating
Current
Max.
RPM
Spark
Duration
Energy
Output
Voltage
Into Coil
6 amps @
6,000 RPM
16,000
RPM @
13.8
volts
22-1/2°
up to
3,000
RPM
135 mj
per
spark
525 volts
525 volts
40 amps
peak
Strip
Annihilator
P/N 800-250
10-24 volts
6 amps @
6,000 RPM
40 amps
peak
Voltage
Out of Coil
Current
Out of Coil
Power
Out of Coil
LaserShot 500
30,450 volts
LaserShot Street
29,925 volts
LaserShot Pro
28,875 volts
LaserShot Pro Strip 43,575 volts
.356 amps
1.01 amps
1.69 amps
1.96 amps
10,840 watts
30,224 watts
48,799 watts
85,407 watts
LaserShot 500
LaserShot Street
LaserShot Pro
LaserShot Pro Strip
.356 amps
1.01 amps
1.69 amps
1.96 amps
10,840 watts
30,224 watts
48,799 watts
85,407 watts
Coil Model
675 mj
per
spark
sequence
16,000
RPM @
13.8
volts
22-1/2°
up to
3,000
RPM
135 mj
per
spark
30,450 volts
29,925 volts
28,875 volts
43,575 volts
675 mj
per
spark
sequence
ANNIHILATOR Ignition System Features
Microprocessor
Controlled
Capacitive
Discharge
Multiple
Sparks
Emergency
Kill
Emergency
Alarm
Built-In
Rev
Limiters
Built-In
Built-In
RPM
Timing
Switches Retards
Built-In
Timing
Computer
Potted
For
Durability
Tach
Output
HP
Annihilator
P/N 800-150
Yes
Yes
Yes
No
No
1
None
None
No
Yes
Yes
Points, HEI,
Magnetic
Strip
Annihilator
P/N 800-250
Yes
Yes
Yes
No
No
3
2
Retard
during
start-up
0-20°
No
Yes
Yes
Points, HEI,
Magnetic
Model
P/N
Input Signal
Compatibility
157
IGNITION SYSTEMS
Part #
800-150
The HPANNIHILATOR is the perfect ignition system for any vessel that can use a
high performance capacitive discharge, multiple spark ignition
system with one rev limiter. It has plenty of power, 135 millijoules at 525 volts. We engineered the HP ANNIHILATOR
so it can be used in a variety of applications from pleasure
boats to drag boats.
Because the HPANNIHILATOR uses a microprocessor and
our unique sequential rev limiting method, the spark plugs
fire exactly when they’re supposed to and the rev limiter is
extremely smooth and accurate. The extruded aluminum
housing is finished in black satin and has a thick stainless
steel base plate that is pre-drilled for easy mounting.
Features
Microprocessor Controlled – The microprocessor is extremely
accurate at controlling the rev limiter because it is not affected
by temperature and humidity.
Engine Compatibility – Can be used on any 4, 6 or 8 cylinder,
4 cycle engine.
Capacitive Discharge – The capacitor quickly and efficiently
outputs 135 millijoules of energy at 525 volts.
Distributor and Crank Trigger Compatibility – Connects easily
to any original equipment or aftermarket distributor including
points, HEI or magnetic pick-up. Can also be used with any
brand of magnetic crank trigger.
Multiple Sparks – Each spark plug is automatically fired multiple
times from idle to 3,000 RPM for 22-1/2° of crankshaft
Tachometer Compatibility – Connects easily to any electric
tachometer that uses a 12 volt square wave signal.
rotation.
Engine Friendly™ Rev Limiter – The microprocessor controlled
sequential rev limiter is very smooth and easy on your
engine.
It is adjustable from 1,000 to 9,900 RPM in 100 RPM increments and is designed for engines under 700 hp. Designed
to be accurate to ± 10 RPM.
Coil Compatibility – The HPANNIHILATOR is compatible with
any Holley LASERSHOT coil for outstanding versatility. It is
158
Battery Compatibility – Compatible with any 12, 16, 18 or 24 volt
negative ground system. Will operate on as little as 10 volts.
System shuts off at 7 volts.
Wiring Harness – The wiring harness meets all the new rules for
circle track racing that require a color coded six wire
main harness.
Potted For Durability and Long Life – All systems are potted for
long life and rugged durability.
®
... The Ideal Performance Ignition System
The HP ANNIHILATOR is Simple and Easy To Use . . .
The digital control module has only eight wires to connect.
To set the rev limiter, simply turn the rotary switches from 1,000
to 9,900 RPM in 100 RPM increments. For example “66” equals
6,600 RPM.
SYSTEM SPECIFICATIONS
PHYSICAL DIMENSIONS
REPLACEMENT PARTS
Input voltage
10-24 volts DC (negative chassis)
Ave. current draw
6 amps @ 6000 RPM
Max. current draw
40 amps peak
Max. RPM
16,000 RPM @ 13.8 volts
Primary voltage output 525 volts
Max. energy output
135 millijoules per spark
Tach output
12 volt DC square wave
Switch power
12-24 volt DC
Engine compatibility 4 cycle
Cylinder compatibility 4, 6 or 8 cylinders
Input signals
points, HEI, magnetic
Multiple sparks
Up to 3,000 RPM and 22-1/2° of
crankshaft rotation
Mounting bracket holes (center line to center line):
Digital control module
L 7.65" x W 2.35"
PART #
850-100
Housing:
Digital control module
850-150
Weight:
Digital control module
L 6.20" x W 4.20"
x H 2.55"
810-110
DESCRIPTION
Main wiring harness
(6 wire)
Power wiring
harness (2 wire)
Digital control
module
4.55 lbs.
159
IGNITION SYSTEMS
Part #
800-250
The STRIPANNIHILATOR is a true bracket
racer’s ignition system. This system was
designed for drag racing by drag racers. It has all the features typical bracket racers want plus a massive 135 millijoules of energy at 525 volts. It is also compatible with any
brand and type of distributor and crank trigger: points, HEI
and magnetic pick-up. Because it’s microprocessor controlled and not affected by temperature and humidity, all
functions are extremely accurate and consistent. All of the
settings of the STRIPANNIHILATOR are made with the
QUICKSHOT Programmer. The QUICKSHOT
Programmer has a large two digit LED display, soft-touch
keypad and an extra long five foot cord, so that adjustments
can be made while strapped into the driver’s seat with your
gloves on! (See pages 56 and 57 for more information on
the QUICKSHOT Programmer). The extruded aluminum
housing is finished in black satin and has a thick stainless
steel base plate that is pre-drilled for easy mounting.
Features
Microprocessor Controlled – The microprocessor is extremely
accurate at controlling rev limits and RPM switches because it
is not affected by temperature and humidity.
Timing Retard On Start-Up – Adjustable retard from zero to 20°
in 1° increments. No wires to connect to use this feature.
Capacitive Discharge – The capacitor quickly and efficiently
outputs 135 millijoules of energy at 525 volts.
Coil Compatibility – The STRIPANNIHILATOR is compatible with
any Holley LASERSHOT coil for outstanding versatility. Also
compatible with any aftermarket capacitive discharge coil.
Multiple Sparks – Each spark plug is automatically fired multiple
times from idle to 3,000 RPM for 22-1/2° of crankshaft rotation.
Engine FriendlyTM Rev Limiters – Three random or sequential rev
limiters, each adjustable from zero to 16,000 RPM in 100 RPM
increments. One is active all the time, two are activated by
external switches such as a line lock solenoid, trans brake
solenoid or delay box. Designed to be accurate to ± 10 RPM.
Precision RPM-Activated Switches – Two RPM switches, each
adjustable from zero to 16,000 RPM in 100 RPM increments.
Both provide ground and are rated at 4 amps. You select the
activation (turn-on) and deactivation (turn-off) RPM’s. Works
with any brand of shift light or air shifter. Accurate to ± 10
RPM.
160
Engine Compatibility – Can be used on any 3, 4, 6 or 8 cylinder,
2 or 4 cycle engine.
Distributor and Crank Trigger Compatibility – Connects easily
to
any original equipment or aftermarket distributor including
points, HEI or magnetic pick-up. Can also be used with any
brand of magnetic crank trigger.
Tachometer Compatibility – Connects easily to any brand of
tachometer that uses a 12 volt square wave signal.
Battery Compatibility – Compatible with any 12, 16, 18 or 24 volt
negative ground system. Will operate on as little as 10 volts.
System shuts off at 7 volts.
Potted for durability and long life – All systems are potted for
long life and rugged durability.