INTRODUCTION

When it comes to soaping up cars, even laymen usually have two words in their he
ads â⠬â turbo and NOS. NOS or its proper name nitrous oxide. Sounds cool doesnâ t it?
Contrary to popular believe, NOS isnâ t the chemical acronym for nitrous oxide. It is
actually the acronym for Nitrous Oxide Systems, the largest manufacturer of aut
omotive nitrous oxide injection systems out there. Itâ s become so synonymous with th
e gas, like how Maggi is associated with instant noodles, Colgate is associated
with toothpaste or Nescafe with instant coffee, or how making a photocopy of som
ething is called Xerox-ing. Nitrous oxides chemical designator is actually N2O,
because it has 2 nitrogen atoms and 1 oxygen atom.
Letâ s find out more about nitrous oxide injection systems.
What is Nitrous Oxide?
The usage of Nitrous Oxide to enhance engine performance dates way back to World
War II where N2O was used in fighter planes to compensate for less oxygen in th
e atmosphere at high altitudes. One of the first uses of nitrous oxide in cars w
as by NASCAR racer Smokey Yunick who used nitrous oxide in his car to win races
until it was discovered and banned by NASCAR.
Nitrous oxide is color-less and non-flammable. Apparently it smells somewhat swe
et. Dentists use nitrous oxide to as anesthetic for patients, and its known as l
aughing gas in the dentistry circles. Itâ s stored in the vehicle in liquid form in a
canister. Because of limited storage capacity, usually limited shot of nitrous
oxide is stored and the driver uses it sparingly in bursts by activating a butto
n. Like what you see in The Fast and the Furious.
How does Nitrous Oxide work?
So how exactly does injecting nitrous oxide into the engine help? Combustion is
basically igniting a mixture of oxygen and fuel in a combustion chamber with a s
parkplug. The resulting explosion produces power. What happens is a nitrous oxid
e injection system pumps nitrous oxide into an engines intake system. At 296 deg
rees Celsius, the nitrous oxide breaks down into nitrogen and oxygen. The loose
oxygen atom is burned together with the combustion. More oxygen = more power. Itâ s a
s simple as that.
Of course there are some issues with the proportion of fuel and air and pre-matu
re detonation that well look at later. Also, why not just inject oxygen instead
of nitrous oxide since what we need is the oxygen anyway? Pure oxygen would resu
lt in too wild a combustion, resulting in a blown engine. This is because the ni
trogen atoms in the nitrous oxide have a function as well. The nitrogen atoms re
leased have a cooling effect on the combustion temperature. It absorbs the heat
and helps carry it away.
Nitrous oxide also cools the intake temperature by 60 to 75 degrees Fahrenheit a
nd every 10 degrees Fahrenheit reduction in temperature gives you about 1% horse
power gains. So on top of the extra power provided by the extra oxygen, you get
another 6-7% horsepower gains from the cooling effect. In one of the Sepang Drag
Battle rounds, the winning Proton Satria used nitrous oxide to cool the intake
air instead of an intercooler. That way, you save weight and reduce the lag that
you get when you have to pass turbocharged air through the passages inside an i
ntercooler.
Nitrous oxide storage tank in a car boot
Types of nitrous systems
There are two main categories of nitrous systems: dry & wet. A nitrous system is
primarily concerned with introducing fuel and nitrous into the engine's cylinde
rs, and combining them for more efficient combustion. There are 4 main sub types
of wet system: single point, direct port, plate, and plenum bar all of which ar
e just slightly different methods of discharging nitrous into the plenums of the
intake manifold.
Dry single-point
In a dry nitrous system, extra fuel required is introduced through the fuel inje
ctors, keeping the manifold dry of fuel. This property is what gives the dry sys
tem its name. Fuel flow can be increased either by increasing the pressure in th
e fuel injection system, or by modifying the vehicle's computer to increase the
time the fuel injectors remain open during the engine cycle. This is typically d
one by spraying nitrous past the mass airflow sensor (MAF), which then sends a s
ignal to the vehicle's computer telling it that it sees colder denser air, and t
hat more fuel is needed. This is typically not an exact method of adding fuel. O
nce additional fuel has been introduced, it can burn with the extra oxygen provi
ded by the nitrous, providing additional power.
Dry nitrous systems rely on a single type nozzle that only sprays nitrous throug
h it, not nitrous and fuel. These nitrous nozzles generally spray in a 90 degree
pattern.
Wet single-point
A wet single-point nitrous system introduces the fuel and nitrous together, caus
ing the upper intake manifold to become wet with fuel. In carbureted application
s, this is typically accomplished with a spraybar plate mounted between the carb
uretor base and the intake manifold, while cars fitted with electronic fuel inje
ction often use a plate mounted between the manifold and the base of the throttl
e body, or a single nozzle mounted in the intake tract. However, most makes of n
itrous systems combined with unsuitable intake designs, often result in distribu
tion problems and/or intake backfires. Dry-flow intakes are designed to contain
only air, which will travel through smaller pipes and tighter turns with less pr
essure, whereas wet-flow intakes are designed to contain a mixture of fuel and a
ir. Wet nitrous systems tend to produce more power than dry systems, but in some
cases can be more expensive and difficult to install.
A wet nozzle differs in the way that it takes in both nitrous and fuel which are
metered by jets to create a perfect or proper air-fuel ratio (AFR). Proper atom
ization of the fuel and nitrous will ensure consistent power gains.
Newer wet nitrous kits on domestic cars have become increasingly easy to install
by pulling fuel via the Schrader valve on the fuel rail which is normally desig
nated as a fuel test port. It makes plumbing and using a wet nitrous kit much si
mpler.
Wet direct port
A wet direct port nitrous system introduces nitrous and fuel directly into each
intake port on the engine. These systems are also known as direct port nitrous s
ystems. Normally, these systems combine nitrous and fuel through several nozzles
similar in design to a wet single-point nozzle, which mixes and meters the nitr
ous and fuel delivered to each cylinder individually, allowing each cylinder's n
itrous/fuel ratio to be adjusted without affecting the other cylinders. Note tha
t there are still several ways to introduce the gas through a direct port system
. There are several different types of nozzles and placements ranging from fogge
r nozzles that require one to drill and tap the manifold, to specialty direct po
rt E.F.I. nozzles that fit into the fuel injector ports along with the fuel inje
ctors.
A multi-point system is the most powerful type of nitrous system, due to the pla
cement of the nozzle in each runner, as well as the ability to use more and high
er capacity solenoid valves. Wet multi-point kits can go as high as 3,000 horsep
ower (2,400 kW) with only one stage, but most produce less than half that amount
with two, three or even four stages. These systems are also the most complex an
d expensive systems, requiring significant modification to the engine, including
adding distribution blocks and solenoid assemblies, as well as drilling, tappin
g and constructing plumbing for each cylinder runner. These systems are most oft
en used on racing vehicles specially built to take the strain of such high power
levels. Many high-horsepower race applications will use more than one nozzle pe
r cylinder, plumbed in stages to allow greater control of how much power is deli
vered with each stage. A two-stage system will actually allow three different le
vels of additional horsepower; for example, a small first stage can be used in f
irst gear to prevent excessive wheelspin, and then turned off in favor of a larg
er second stage once the car is moving. In top gear, both stages can be activate
d at the same time for maximum horsepower. A more recent improvement on the stag
ed concept from WON is the progressive delivery system, which allows a simpler s
ingle stage system to act even better than multiple stages, delivering a smoothl
y progressive increase in power which is adjustable to suit the user requirement
s.
Plenum bar
Another type of system is called a plenum bar system. These are spraybars that a
re installed inside of the plenums of the intake manifold. Plenum bar systems ar
e usually used in conjunction with direct port systems in multi-stage nitrous sy
stems.
Propane or CNG
It is possible to combine the use of nitrous with a gaseous fuel such as propane
or compressed natural gas. This has the advantage of being a dry system and yet
still maintaining proper air/fuel mixture. Such a system requires exact choice
of jet sizes and gas pressure regulation to provide a consistent pressure to the
jets. Other advantages include better air/fuel mixing and distribution and less
risk of knocking due to the increased octane of propane and CNG.
Reliability concerns

Piston which cracked due to nitrous use.

As with all modifications to increase power, the use of nitrous oxide carries wi
th it concerns about the reliability and longevity of an engine. Due to the grea
tly increased cylinder pressures, the engine as a whole is placed under greater
stress, especially the parts involved with the combustion chamber. An engine wit
h components not able to cope with the increased stress imposed by the use of ni
trous systems can experience major engine damage, such as cracked or destroyed p
istons, connecting rods, or crankshafts.
Even if the engine is up to the task, severe damage can occur if a problem occur
s in the fuel system; an engine running with nitrous oxide depends heavily on th
e proper air to fuel ratio to prevent detonation from occurring. For example, if
the engine's fuel supply were to be reduced, this would cause the engine to run
lean by whatever degree the fuel delivery was reduced, which can lead to engine
knock or detonation. Depending on the engine, this may only need to occur for a
matter of seconds before major damage occurs.
It is essential not to reach a fuel cut rev limit as this will also momentarily
restrict the fuel flow to the engine and as nitrous is still being injected into
the engine without the additional fuel the engine will again run lean and cause
detonation.
Some mechanism to disable the nitrous system when knock is detected by a knock s
ensor would be beneficial. Ignition timing must also be watched closely when usi
ng nitrous oxide. It is said that for every 50 horsepower of nitrous used, two d
egrees of timing must be taken out. This is recommended for any stock type appli
cation. It is also recommended that high octane fuel (92 octane minimum) be used
to avoid detonation.
Good optimization of enrichment fuel is essential otherwise the fuel can 'drop o
ut' and puddle in the intake tract, potentially causing a backfire. With a prope
rly designed nitrous injector and correct placement of the nozzle (not too far f
rom the intake entry point and away from any abrupt bends and restrictions in th
e intake tract) backfires can be avoided.
Legality
Nitrous oxide injection systems for automobiles are usually illegal power adders
. For example, in New South Wales, Australia, the Roads and Traffic Authority Co
de of Practice for Light Vehicle Modifications (in use since 1994) states in cla
use 3.1.5.7.3 that The use or fitment of nitrous oxide injection systems is not
permitted. Sanctioning bodies in motor sports have nitrous oxide use in some cl
asses; in 1976, NASCAR fined many drivers for doing so; in June 1998, the NHRA s
uspended Pro Stock driver Jerry Eckman and car owner Bill Orndorff for a year, s
tripped the team of all points, and imposed a fine for violations. The team clos
ed down shortly after the suspension. It is legal in IHRA competition in Pro Mod
ified, Top Sportsman, and Top Dragster. Nitrous is legal in street driven automo
biles, only if the feed line from the bottle is disconnected
History
A similar basic technique was used during World War II by Luftwaffe aircraft wit
h the GM 1 system to maintain the power output of aircraft engines when at high
altitude where the oxygen content is lower. Accordingly, it was only used by spe
cialized planes like high-altitude reconnaissance aircraft, high-speed bombers a
nd high-altitude interceptors.
British World War II usage of nitrous oxide injector systems were modifications
of Merlin engines carried out by the Heston Aircraft Company for use in certain
night fighter variants of the de Havilland Mosquito and PR versions of the Super
marine Spitfire.

FAQ
Q: Will N2O affect engine reliability?
A: Theoretically not. In moderate doses, properly set up and used by someone tha
t understands the system then it should not have any adverse effects. In some ca
ses the opposite could be argued. But probably One day itâ s inevitable your engine w
ill break, they almost all do so if you drive it like you hate it! No engine go
es forever so just accept it! If it has N20 fitted it will inevitably get the bl
ame! And It may well be nothing to do with the nitrous and usually isn't!
Q: Can I simply bolt a N20 kit onto my stock engine?
A: Yes. Provided its fit, healthy and one or two simple precautions are observed
then no problem In fact Stock engines are often best!
Q: What are some of the general rules for even higher HP gains?
A: Generally, forged pistons are one of the best modifications you can make. Ret
ard ignition timing by a few degrees. In many cases a higher flowing fuel pump
may be necessary. Higher octane (100+) racing type fuel may be required as well
as spark plugs 1 to 2 heat ranges colder than normal with gaps closed to .025"-.
030".
Q: How much performance improvement can I expect with a nitrous system?
A: Loads, Depends on jetting. You simply choose!
Q: How long will the bottle last?
A: Approximately 10bhp per lb per min. So a 2.25 lb bottle on a bike will give j
ust less than a minute with a 25BHP increase. Thatâ s a long time when it goes from z
ero to 150mph in ten seconds!
Q: How long can I hold the Nitrous button down?
A: It is possible to hold the button down until the bottle is empty. However you
will be lucky to find enough roads.
Q: When is the best time to use nitrous?
A: At wide open throttle only. Due to the tremendous amount of increased torque
, you will generally find best results, traction permitting, at early activation
off the line when drag racing.

Q: Will I have to re-jet my carburettor on my car when adding nitrous?

A: No! The N20 system is independent of your carburettor and injects its own mix
ture of fuel and Nitrous.
Q: Is nitrous oxide flammable?
A: No. Nitrous Oxide by itself is non-flammable. However, the oxygen present in
Nitrous Oxide causes combustion of fuel to take place more rapidly inside the en
gine.
Q: Will nitrous oxide cause detonation?
A: Not directly. Detonation is the result of too little fuel present during comb
ustion (lean) or too low of an octane of fuel. Too much ignition advance also ca
uses detonation.
Q: Where can I get my bottle refilled?
A: There are many performance shops that can refill your nitrous bottle. There
are many suppliers.
Q: Is there any performance increase in using medical grade nitrous oxide?
A: None! All the same, Medical grade simply does NOT have the bad smell chemical
added that Race grade stuff does.
Q: Is it a good idea to use an aftermarket computer chip in conjunction with a N
itrous System?
A: Only if the chip had been designed specifically for use with nitrous oxide. M
ost aftermarket chips use more aggressive timing advance curves to create more p
ower. This can lead to potential detonation. You may wish to check with the manu
facturer of the chip before using it. The top manufacturers, such as APE & Super
Chips do make special chips for use with nitrous.
Q: Does nitrous oxide raise cylinder pressures and temperatures?
A: Yes. Due to the ability to burn more fuel, this is exactly why nitrous makes
so much power. But the richer you run it the less heat. So if you want more powe
r use more of both. Do not just try to weaken the mixture to the limit as richer
is safer! You want pressure, itâ s what makes the car/bike faster, but you don't wan
t the heat. Go Richer and more retarded the more boosts you add!
Q: Are there any benefits to chilling the nitrous bottle?
A: No. Chilling the bottle lowers the pressure dramatically and will also lower
the flow rate of the nitrous causing a fuel rich condition and reducing power. O
n cold evenings you might run on the rich side. For optimal running conditions,
keep bottle pressure at approximately 800 psi.
Q: Are there benefits to using nitrous with turbo or supercharger applications?
A: Absolutely! In turbo applications, turbo lag is completely eliminated with t
he addition of a nitrous system. In addition, both turbo and superchargers compr
ess the incoming air, thus heating it. With the injection of nitrous, a tremendo
us intercooling effect reduces intake charge temperatures by 75 degrees or more.
Boost is usually increased as well; adding to even more power.
Q: What effect does nitrous have on an engine with considerable miles on it?
Mileage is not an indication of engine condition. Some low mileage vehicles are
technically worn badly. Stop Start motoring, lack of oil changes or bad manufact
uring causes this. Some very high mileage cars and bikes that have spent their l
ives on motorways and serviced regularly are found to be almost as new when stri
pped down. Worn engines may be a problem, high mileage may well not be. If you a
re unsure have a Garage compression test and oil pressure test it and get the Me
chanics opinion of its condition.
Q: Will the use of nitrous oxide affect the catalytic converter?
A: No. The increase in oxygen present in the exhaust may actually increase the e
fficiency of the converter. Since the use of nitrous is normally limited to 10-2
0 seconds of continuous use, there usually are no appreciable effects. Temperatu
res are typically well within acceptable standards.
Q: Can high compression engines utilize nitrous oxide?
A: Absolutely. High or low compression ratios can work quite suitably with nitro
us oxide provided the proper balance of nitrous and fuel enrichment is maintaine
d. Nitrous kits are used in applications from relatively low compression stock t
ype motors to Pro-Modified, which often exceed 15 to 1. Generally, the higher th
e compression ratio, the more ignition retard, as well as higher octane fuel, is
required.
Q: What type of cam is best suited for use with nitrous oxide?
A: Generally, cams that have more exhaust overlap and duration. However, it is b
est to choose a cam tailored to normal use (when nitrous is not activated) since
99% of most vehicle operation is not at full throttle. There are special cam gr
inds available for Nitrous competition which have more aggressive exhaust profil
es etc. Since cam selection depends largely on vehicle weight, gearing, etc., it
is best to stick to cam manufacturer's recommendations for your particular goal
.
Q: Should I modify my fuel system to use nitrous oxide?
A: Most stock fuel pumps will work adequately for smaller Nitrous applications.
It is important to check to see if your pump can flow enough fuel to your existi
ng fuel system (whether carburettor or fuel injected), as well as being able to
supply the additional fuel required by the nitrous kit under full throttle condi
tions. It may be a good idea to dedicate a separate fuel pump to the nitrous kit
if in doubt.
Q: What are the advantages of using nitrous compared to other performance option
s?
A: The cost of many other performance options can put you in the poorhouse. You
can't buy more performance with less money than nitrous. With a nitrous system,
performance and reliability can be had for a much more reasonable price while re
taining the advantages of a stock engine during normal driving. And, nitrous off
ers tremendous gains in torque without having to rev the engine to excessive rpm
's. These factors help your engine last longer than many other methods of boosti
ng horsepower.
Q: How do I know how much nitrous is left in the bottle?
A: The most reliable way is to weigh the bottle to determine how many pounds rem
ain. When a bottle is near empty (about 20% or less nitrous remaining) a surging
effect is normally felt.
Q: What is the function of the blow-off safety valve on the bottle?
A: It is very important not to overfill a bottle; i.e., a 10 lb. capacity bottle
should not be filled with more than 10 lb. of nitrous oxide by weight. Over-fil
ling and/or too much heat can cause excessive bottle pressures forcing the safet
y seal to blow and releasing all the contents out of the bottle.
Q: Will I have to change my ignition system?
A: Most late model ignition systems are well suited for nitrous applications. In
some higher HP cases, it may be advisable to look into a high quality high outp
ut ignition system.