APPLICATION OF NITROUS OXIDE IN AUTOMOBILES

SEMINAR REPORT
Submitted by

AAMMER
B.TECH Mechanical Engineering
Reg No: 12415060
To
The University of Kerala

in partial fulfilment of the requirements for the award of the degree

of
Bachelor of Technology in Mechanical Engineering

Department of Mechanical Engineering

Muslim Association College of Engineering, Thiruvananthapuram 695607

DEPARTMENT OF MECHANICAL ENGINEERING

MUSLIM ASSOCIATION COLLEGE OF ENGINEERING
THIRUVANANTHAPURAM 695607

CERTIFICATE

This is to certify that the report entitled APPLICATION OF NITROUS OXIDE IN

AUTOMOBILES, submitted by AAMMER, Reg. No: 12415060 to the University of Kerala
in partial fulfilment of the requirements for the award of the Degree of Bachelor of Technology
in Mechanical Engineering is a bonafide record of the seminar presented by him.

Shri. AMAL PRATAP

Shri. SREEJITH S

Assistant Professor

Assistant Professor

(Guide)

(Co-Ordinator)

DR.A SYED ABU THAHEER

HEAD OF THE DEPT.
(Seal)

II

ACKNOWLEDGEMENT

The seminar report on APPLICATION OF NITROUS OXIDE IN AUTOMOBILES is an

outcome of guidance, moral support and devotion bestowed on me throughout my work. For this
I acknowledge and express my profound sense of gratitude and thanks to everybody who have
been a source of inspiration behind this work.
First of all I thank the ALMIGHTY for providing me the sound health and strong will during
this work.
I offer my sincere thanks with innate humility to my thesis guide Shri. AMAL PRATAP,
Assistant

Professor, Dept. of Mechanical Engineering for his valuable guidance, constant

encouragement and creative suggestions during the course of this work .

I express my sincere thanks to Shri. SREEJITH S, Assistant Professor and Shri. P C
CHACKO, Professor, Co-Ordinator for their presence and valuable suggestions during the
presentation of my thesis.
I would also like to thank Dr. A SYED ABU THAHEER, Department of Mechanical
Engineering, for his valuable guidance and encouragement during this seminar.
I take this opportunity to express my deep sense of gratitude towards those, who have helped me
in various ways, for doing my seminar.

AAMMER

III

ABSTRACT

The objective of nitrous oxide is to make more horsepower, which is achieved in two
ways. Firstly, nitrous oxide comprises one-part oxygen and two-part nitrogen. This is a much
higher percentage of oxygen than that found in the atmosphere and, because of this; the
additional oxygen being forced into the combustion chamber provides more potential power.
Nonetheless, the additional power cannot be realized safely without enriching the amount of fuel
in the combustion chamber. The second way nitrous oxide will increase an engine's horsepower
is by cooling the air charge from the atmosphere.
One of the most important aspects of keeping an engine healthy when using nitrous oxide
is to ensure it operates at the proper air/fuel ratio. Running too lean can cause detonation,
resulting in damaged engine parts. Running too rich can also harm performance and destroy
engine parts, too. Once calibrated, they'll inject the proper amount of fuel with the nitrous system
to maintain the correct air/fuel ratio. It should be ensured that the amount of nitrous that the
system is engineered to dispense does not exceed that which the intake system can flow. This
prevents fuel puddling or distribution problems.
The internal-combustion engine is basically a large air pump and its ability to pump air is
one of the factors, which determine how much power it can produce. Air contains oxygen and by
drawing more oxygen into the combustion chamber, more power will be produced. In order to
achieve efficient combustion, the air needs to be mixed with fuel in the correct ratio. The
stoichiometric (chemically correct) ratio is for basic gasoline is 14.7 parts air to 1 part of fuel.

IV

CONTENTS

Ch No.

TITLE

PAGE No.

COVER PAGE

CERTIFICATE

II

ACKNOWLEDGEMENT

III

ABSTRACT

IV

LIST OF FIGURES

VII

INTRODUCTION

ABOUT NITROUS OXIDE

2.1 PROPERTIES

2.2 HISTORY

2.3 CHEMISTRY

2.4 LEGALITY

2.5 USES

GRADES OF NITROUS OXIDE

3.1 USP

3.2 NITROUS PLUS

PRINCIPLE

NITROUS OXIDE AND COMBUSTION PROCESS

NITROUS OXIDE NECESSITIES

NITROUS OXIDE USED IN AUTOMOBILES

11

7.1 DRY SYSTEM

11

7.2 WET SYSTEM

12

7.2.1 WET SINGLE POINT

12

7.2.2 WET DIRECT POINT

12

7.2.3 PLATE SYSTEM

14

7.2.4 PLENUM SYSTEM

16

ADVANTAGES

17

LIMITATIONS OF NITROUS OXIDE SYSTEM

18

10

CONCLUSION

19

11

REFERENCES

20

VI

LIST OF FIGURES

SL No.

TITLE

Pg No.

3.1

Nitrous Bottle Position

4.1

Arrangement Of Nitrous System

7.1

Dry System

11

7.2

Wet System

12

7.3

Direct Port System

13

7.4

Power Wing Nozzle

14

7.5

Conventional Nozzle

14

7.6

Setting Of Billet Plate

15

7.7

Cross Section View Of Billet Plate

15

7.8

Flow Through Billet Plate

15

7.9

Plate Type Nitrous Kit

15

7.10

N2O Injection Using Billet Atomizer TM Plate

16

7.11

Billet Atomizer Is Fitted At The Intake Port

16

9.1

Piston Cracked Due To Nitrous Use

19

VII

CHAPTER 1
INTRODUCTION

In modern automobiles, nitrous oxide (often just "nitrous" or "nitro" in this context) is
sometimes injected into the intake manifold (or just prior to the intake manifold) to increase
power: even though the gas itself is not flammable, it delivers more oxygen than atmospheric air
by breaking down at elevated temperatures, thus allowing the engine to burn more fuel and air.
Additionally, since nitrous oxide is stored as a liquid, the evaporation of liquid nitrous oxide in
the intake manifold causes a large drop in intake charge temperature. This results in a smaller,
denser charge, and can reduce detonation, as well as increase power available to the engine.
More fuel can be pumped into the engine, but what limits the amount of fuel an engine can burn
is the amount of oxygen requires to burn it.
Therefore, what actually limits an engines ability to make power is the amount of
air (oxygen) it can breathe. So racers do all sorts of things to let an engine breathe more air,
bigger displacement, freer flowing parts superchargers etc. Nitrous oxide which attacks this
problem from a different angle, and does not change the amount of air the engine can breathe,
but the amount of oxygen it can breathe. Air contains only about 20% Oxygen, where nitrous
oxide contains about 36% Oxygen. If nitrous oxide is added, it will increase the total mixtures of
Oxygen level significantly over 20%.Since Nitrous oxide is much more powerful oxidizer the
air, the net effect of nitrous injection is a highly effective power booster, whether or not it is done
with maximum efficiency. A modest amount of nitrous oxide can go a long way as a poweradder. Given the restively compact volume of concentrated liquid nitrous oxide and
supplemental liquid fuel compared to the breathing capability of an engine, it is rather easy to
build nitrous system plumbing that will add as much power as needed by dumping into the intake
system whatever quantity of liquid horsepower is necessary even if air is degraded. For practical
purposes, the physical delivery of nitrous oxide and supplemental fuel is not a constraint on
power because nitrous oxide injection is capable of making more power than almost any engine
or chassis can tolerate.

CHAPTER 2
ABOUT NITROUS OXIDE

Nitrous oxide, also known as di-nitrogen oxide or di-nitrogen monoxide, is a chemical

compound with chemical formula N2O. Under room conditions it is a colorless non-flammable
gas, with a pleasant slightly sweet odor. It is used in surgery and dentistry for its anesthetic and
analgesic effects. It is known as "laughing gas" due to the euphoric effects of inhaling it, a
property that has led to its recreational use as a dissociative anesthetic. It is also used as an
oxidizer in rocketry and in motor racing to increase the power output of engines. At elevated
temperatures, nitrous oxide is a powerful oxidizer similar to molecular oxygen. Nitrous oxide is
emitted by bacteria in soils and oceans, and thus has been a part of Earth's atmosphere for aeons.
Agriculture is the main source of human-produced nitrous oxide: cultivating soil, the use of
nitrogen fertilisers, and animal waste handling can all stimulate naturally occurring bacteria to
produce more nitrous oxide. The livestock sector (primarily cows, chickens, and pigs) produces
65% of human-related nitrous oxide. Industrial sources make up only about 20% of all
anthropogenic sources, and include the production of nylon, and the burning of fossil fuel in
internal combustion engines.
2.1 PROPERTIES

Name

Di-nitrogen oxide

Molecular formula

N2O

Appearance

Colourless gas

Molar mass

44.013 g/mol

Density

1.977 g/L (gas)

Melting point

90.86 C (182.29 K)

Boiling point

88.48 C (184.67 K)

Solubility in water

0.15 g/100 ml (15 C)

Solubility

soluble in alcohol, ether, sulphuric acid

2.2 HISTORY
The gas was discovered by Joseph Priestley in 1772. Humphry Davy in the 1790s tested
the gas on himself and some of his friends, including the poets Samuel Taylor Coleridge and
Robert Southey. They soon realized that nitrous oxide considerably dulled the sensation of pain,
even if the inhaler were still semi-conscious, and so it came into use as an anesthetic, particularly
by dentists, who do not typically have access to the services of an anesthesiologist and who may
benefit from a patient who can respond to verbal commands.
2.3 CHEMISTRY
The structure of the nitrous oxide molecule is a linear chain of a nitrogen atom bound to a
second nitrogen, which in turn is bound to an oxygen atom. It can be considered a resonance
hybrid of
And
Nitrous oxide N2O should not be confused with the other nitrogen oxides such as nitric oxide NO
and nitrogen dioxide NO2.Nitrous oxide can be used to produce nitrites by mixing it with boiling
alkali metals, and to oxidize organic compounds at high temperatures.
2.4 LEGALITY
Possession of nitrous oxide is illegal in most localities in the United States for the
purposes of inhaling (or otherwise ingesting) if not under the care of a physician or dentist.
Nitrous oxide injection systems for automobiles is generally legal, although using the nitrous
system will likely result in speeds that are in violation of other traffic laws.
2.5 USES
i.

It can be used as an oxidizer in rocket engine.

ii.

It is used in automobiles to increase the power.

iii.

N2O is used in calibration gas mixtures for petrochemical industry.

iv.

In semiconductor manufacturing, nitrous oxide can be the oxygen source for chemical
vapour deposition (CVD) of silicon dioxide.
3

CHAPTER 3
GRADES OF NITROUS OXIDE

It exists in two gradesU.S.P. and Nitrous Plus.

3.1 USP
U.S.P. is medical grade nitrous oxide. Its common use is dental and veterinary
anaesthesia. It is also commonly used as a propellant in canned whipped cream. U.S.P. is not
available to the public.
3.2 NITROUS PLUS
Nitrous Plus differs from U.S.P. in that it contains trace amounts of sulphur dioxide
added to prevent substance abuse. Nitrous Plus is intended for automotive applications and is
available for sale to the public.
In automotive applications, Nitrous Plus and fuel are injected into the engines intake manifold,
which produces the following results:

i.
ii.

Lowers engine intake air temperature, producing a dense inlet charge.

Increases the oxygen content of the inlet charge (air is only 22 per cent oxygen by
weight).

iii.

Increases the rate at which combustion occurs in the engines cylinders.

Fig 3.1 Nitrous Bottle Position

CHAPTER 4
PRINCIPLE

The objective of nitrous oxide is to make more horsepower, which is achieved in two
ways. Firstly, nitrous oxide comprises one-part oxygen and two-part nitrogen. This is a much
higher percentage of oxygen than that found in the atmosphere and, because of this; the
additional oxygen being forced into the combustion chamber provides more potential power.
Nonetheless, the additional power cannot be realized safely without enriching the amount of fuel
in the combustion chamber. The second way nitrous oxide will increase an engine's horsepower
is by cooling the air charge from the atmosphere.

One of the most important aspects of keeping an engine healthy when using nitrous oxide
is to ensure it operates at the proper air/fuel ratio. Running too lean can cause detonation,
resulting in damaged engine parts. Running too rich can also harm performance and destroy
engine parts, too. Once calibrated, they'll inject the proper amount of fuel with the nitrous system
to maintain the correct air/fuel ratio. It should be ensured that the amount of nitrous that the
system is engineered to dispense does not exceed that which the intake system can flow. This
prevents fuel puddling or distribution problems.
A further advantage of a Wet system is that it lends itself to fine-tuning. By adjusting
the fuel pressure and fuel orifice, either up or down from the baseline, the system's performance
can be further improved. In addition, on a direct-port nitrous system each cylinder can be fine
tuned to optimize performance and overcome rich or lean cylinders that the engine may have
naturally aspirated.

The internal-combustion engine is basically a large air pump and its ability to pump air is
one of the factors, which determine how much power it can produce. Air contains oxygen and by
drawing more oxygen into the combustion chamber, more power will be produced. In order to
achieve efficient combustion, the air needs to be mixed with fuel in the correct ratio. The
stoichiometric (chemically correct) ratio is for basic gasoline is 14.7 parts air to 1 part of fuel.
5

Greater quantities of oxygen can be drawn into the combustion chamber by simply introducing
nitrous oxide. By weight, Nitrous contains 36% oxygen while air has only 23%.
A charge of nitrous oxide is capable of burning much more fuel than the equivalent
amount of air. Because nitrous is more oxygen-rich than air, the recommended air fuel ratio
becomes 9.5 parts of nitrous to 1 part of fuel (9.5:1). That means when oxygen-rich nitrous is
introduced additional fuel must also be supplied in order to maintain the optimum ratio Without
the additional fuel the mixture would become dangerously lean - circumstances that will almost
always lead to severe and expensive damage.

Fig 4.1 Arrangement Of Nitrous System

CHAPTER 5
NITROUS OXIDE IN THE COMBUSTION PROCESS

For racing purposes, nitrous oxide is usually contained in an aluminium cylinder;

available in a variety of sizes ranging from 2.5 lbs to 20 lbs. While retained in the cylinder the
nitrous is in a liquid form and held under high pressure. When it is released from the cylinder
into the intake tract its physical state changes from a liquid to a gas. This transformation occurs
as the nitrous is released from an area of extreme pressure (the aluminium cylinders are
pressurized to approximately 1000 P.S.I.) into the vacuum of the intake manifold. This change in
state is usually referred to as the nitrous boiling.
It takes energy to enable the nitrous to expand and boil. This energy is produced by the
heat, which is absorbed from the surrounding air/gas in the intake tract. The end result is an
intake charge that is cool, dense and oxygen rich - the ideal recipe for producing more power.
When the additional fuel required for nitrous is introduced in such a way that it is
exposed to the full force of the expanding nitrous, it is atomized completely. This promotes
improved burning in the combustion chamber and, as a direct result, power-output is increased.
Nitrous Oxide (also known by the chemical formula N2O) comprises two atoms of
nitrogen and one of oxygen and the heat of the combustion break the chemical bond that holds
them together. Without heat, the three atoms would remain bonded and, consequently, the
oxygen atom rendered powerless - unable to play its role in the combustion process. This is why
inhaling nitrous can lead to asphyxiation, even though it has higher oxygen content than air.
Your body cannot produce the heat necessary (about 525 Fahrenheit) to break the bond between
the nitrogen and the oxygen; leaving the oxygen content useless for respiration.
Gasses are often considered in terms of moles. The definition of a mole is the amount of
substance that contains Avogadros number of atoms or molecules. Though this number remains
the same (6.02 x 10 to the power of 23), the weight of a mole will vary depending on the atomic
weight of the molecule in question. A mole of any substance occupies 22.4 litters at standard
pressure and temperature. The fact remains that all gasses have the same molar volume in similar
conditions. So, if a cylinder can draw two moles of air on an intake stroke, it can also consume
the same volume of nitrous. By volume, air contains 21% oxygen compared to nitrous, which is
7

50% oxygen. For every two moles of Nitrous Oxide (N2O) introduced to the cylinder, there are
two moles of Nitrogen (N2) and one mole of Oxygen (O2), as can be seen in the equation below:

2 N2O ==> 2 N2 + 1 O2
There lies the hidden advantage of Nitrous Oxide. Since every mole has the same
volume, its clear that two moles of nitrous drawn into the cylinder become three moles through
the combustion process .This further raises combustion pressures and increases the powerproducing potential of the engine.

CHAPTER 6
NITROUS OXIDE NECESSITIES
Producing more power requires introducing higher standards of engine preparation than
would be necessary with lesser-powered units. This is especially true when considering engines
injected with nitrous oxide. Their capability to produce massive and sudden power, and
increased combustion pressures all necessitate the addition or improvement of certain engine
systems.
One of the most important considerations when using nitrous oxide is the selection of a
top-notch fuel system. As mentioned previously, introducing oxygen-rich nitrous without
additional fuel would be detrimental to the health of the engine. Starved of the necessary fuel, the
lean mixture will cause combustion temperatures to soar. Extreme temperatures cause
catastrophic damage to pistons and other parts in the combustion chamber and lead to massive
engine failures.
To prevent this, one must ensure the fuel system can handle both the normal engine
requirements as well as the additional demands created by the nitrous system. If theres the
slightest hint that the fuel supply is insufficient, act immediately. There are two options available
to remedy the situation. One solution is to beef-up the existing fuel system. The preferred
method though, is to have two independent fuel systems; one that serves the engine and another
dedicated solely to the supply of fuel for the nitrous system. This later method is much preferred,
due to the fact that it protects the engine from spikes in pressure - an undesirable characteristic
that can occur when using nitrous oxide.
Increased combustion pressures often require a more powerful ignition system than that
required on a non-nitrous engine. This is especially true on kits for late-model, fuel-injected
production cars. The increased pressure appears to the ignition system as an increased plug gap.
Since many ignition systems are only powerful enough to operate under the conditions they were
designed for, increased combustion pressures may extend the original ignition system beyond its
limits.
A lack of spark can cause drastic reductions in power and allows the unburned, highly
atomized air/fuel mixture to enter the exhaust tract that can lead to unnecessary and serious

damage. Catalytic converters and expensive high-flow mufflers do not cope well with explosive
backfires.
Obviously, it is wise to be realistic when considering the amount of power an engine,
transmission and driveline can handle. A strong engine coupled to a weak transmission or
differential will obviously disappoint sooner or later. Even if the engine is equipped with the best
ignition and fuel systems, its internal components have to be capable of coping with the
increased loadings associated with producing more power. Adding a 300- horsepower nitrousoxide kit to a production small-block Chevrolet will not be a lasting situation. Better to be a little
conservative and gain greater reliability and longer component life.

10

CHAPTER 7
NITROUS OXIDE SYSTEM USED IN AUTOMOBILES

A full range of Nitrous delivery systems are available for all applications of vehicles and
engine types and can be matched to each cylinder in the engine. The common delivery systems
are7.1 DRY SYSTEM
In a dry nitrous system, extra fuel required is introduced through the fuel injectors,
keeping the manifold dry of fuel. This property is what gives the dry system its name. Fuel flow
can be increased either by increasing the pressure in the 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 done by spraying nitrous past the mass airflow sensor (MAF), which then
sends a signal to the vehicle's computer telling it that it sees colder denser air, and that more fuel
is needed. This is typically not an exact method of adding fuel. Once additional fuel has been
introduced, it can burn with the extra oxygen provided by the nitrous, providing additional
power.

Fig 7.1 Dry System

11

7.2 WET SYSTEM

The fuel and Nitrous are mixed and introduced together to the primary part of the intake.
This system produces slightly more power than dry but cannot be applied to an engine with a dry
intake typically most fuel injected engines.

Fig 7.2 Wet System

At Nitrous Works we prefer the Wet principal, which simply means that both fuel and
nitrous oxide are injected together at the spray bar or nozzle. A Dry system injects nitrous
oxide alone without and additional fuel for the engine. A properly engineered Wet system is a
safer way to inject nitrous oxide into an engine.
There are 4 main sub types of wet system: Single Point, Direct Port, Plate and Plenum Bar.
7.2.1 Wet Single Point
A wet single-point nitrous system introduces the fuel and nitrous together, causing the
upper intake manifolds to become wet with fuel. In carburetted applications, this is typically
accomplished with a spray bar plate mounted between the carburettor base and the intake
manifold, while cars fitted with electronic fuel injection often use a plate mounted between the
manifold and the base of the throttle body, or a single nozzle mounted in the intake tract.
However, most makes of nitrous systems combined with unsuitable intake designs, often result
12

in distribution 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 pressure, whereas wetflow intakes are designed to contain a mixture of fuel and air. 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 atomisation of the fuel and nitrous
will ensure consistent power gains.
7.2.2 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 systems. Normally, these
systems combine nitrous and fuel through several nozzles similar in design to a wet single-point
nozzle, which mixes and meters the nitrous and fuel delivered to each cylinder individually,
allowing each cylinder's nitrous/fuel ratio to be adjusted without affecting the other cylinders.

Fig 7.3 Direct Port System

13

Power Wing Nozzle:- The most advanced device in nitrous nozzle technology is power wing
nozzle. With its unique wing-tip shape, it not only produces a low-pressure area on the trailing
edge of the nozzle that improves atomization, it also provokes less obstruction and turbulence in
the air intake tract. The internal passages have unrestricted flow yet, remarkably, remain freezefree at all horsepower levels.

Fig 7.4 Power Wing Nozzle

Fig: 7.5 Conventional Nozzle

i.

Straight delivery of nitrous.

ii.

Straight delivery of fuel.

iii.

The aero shape of the power wing nozzle reduces the turbulence in the intake tract,
leading to better atomization of fuel and nitrous to develop more power.

7.2.3 Plate System

The carburettor-style kits feature the Billet Atomizer TM plate which differs from other
plates in two ways. One, the inlet fitting is engineered to prevent the nitrous from expanding.
Expansion leads to freezing and a consequent reduction in flow. Two, the fitting is designed to
eliminate turbulence of the nitrous which can also reduce the rate of flow. Obviously, any loss of
flow results in a subsequent loss of power. The spray bars in the Billet Atomizer(tm) plate also
feature symmetrical clusters of multiple holes - designed for improved atomization.

14

Fig 7.6 Setting Of Billet Plate

Fig 7.7 Cross Section View Of Billet Plate

Fig 7.8 Flow Through Billet Plate

Fig 7.9 Plate Type Nitrous Kit

15

Fig 7.10 N2O Injection Using Billet Atomizer TM Plate

Fig 7.11 Billet Atomizer Is Fitted At The Intake Port

7.2.4 Plenum Bar
These are spray bars that are installed inside of the plenums of the intake manifold.
Plenum bar systems are usually used in conjunction with direct port systems in multi-stage
nitrous systems.
Features
i.

Perfect distribution to all cylinders.

ii.

Optimised flow path through the Spider to minimise loss of density.

iii.

No obstruction caused by conventional spray bars as used by most other plates.

iv.

Maximum cylinder filling efficiency

16

CHAPTER 8
ADVANTAGES OF NITROGEN OXIDE SYSTEM

i.

When comparing the costs of tuning an internal combustion engine, Nitrous oxide offers
more power-per-dollar than all known alternatives. It has appreciably more than a
turbocharger or blower and superior to a new set of cylinder heads or a different
camshaft.

ii.

Another great advantage of installing nitrous oxide is its ability to provide instant power
when its needed. Negotiating a high-horsepower engine through city traffic is usually
not regarded as the most pleasant motoring experience.

iii.

Tuning with nitrous also provides the potential to increase power levels. By purchasing
an adjustable kit, more power can be added, assuming the vehicles engine, transmission
and driveline are up to the task. Its simply a matter of changing jets.

iv.

Installing a nitrous system is reasonably straight forward, when compared to other

horsepower improving modifications. And, unlike cylinder heads and cams etc., the
system can always be transferred from vehicle to vehicle.

v.

Nitrous oxide system can be easily replaced.

17

CHAPTER 9
LIMITATIONS OF NITROUS OXIDE SYSTEM

i.

If a nitrous bottle is overheated or heated too quickly, a catastrophic explosion can occur.

ii.

Liquid nitrous will cause severe and permanent frostbite damage to skin.

iii.

Inhalation of nitrous oxide can cause suffocation and immediate death.

iv.

The nitrous system is designed to operate at 1100 psi and exceeding that pressure can
cause the engine to become too lean and cause extensive engine damage.

v.

If a stock fuel system cannot supply enough fuel to the engine, the mixture will become
too lean and severe engine damage will occur.

vi.

Activating the nitrous oxide system may cause an explosion on engine start-up.

Fig 9.1 Piston Cracked Due To Nitrous Use

18

CHAPTER 10
CONCLUSION

This technology has been implemented in sport vehicles. Since it has the ability to
provide instant power whenever needed. Within few years the use of nitrous oxide in vehicles
will be implemented in commercial vehicles also.

19

REFERENCES

[1] http://www.noswizard.com/
[2] http://en.wikipedia.org/wiki/Nitrous_oxide_engine
[3]http://www.carcraft.com/techarticles/116_0302_nitrous_oxide_power/
[4] http://www.nitrousdirect.com/nitrousoxide.html

20