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Buy with confidence! If for any reason you're not completely satisfied with an item, simply return it within 7 days and the purchase price will be refunded.
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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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4.6L / 5.4L Nitrous Oxide
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Nitrous oxide is all the rage among mod motor Mustang street racers, and for good reason. Short of a well-prepared turbo or blower, nothing runs harder than a motor on the juice. Nitrous oxide offers a number of benefits, including the ability to adjust the available power level. Much like cranking up the boost pressure on a turbo, jet changes on a nitrous system allow you to literally dial in the extra power. Naturally there is a limit to the amount of nitrous that can be added, something usually dictated by the strength of the internal components of the motor. In addition to the adjustable power, street racers dig nitrous because it can be easily hidden. Of course it doesn’t take a genius to figure out that if a ’96 Mustang GT dusts off an LS1 Camaro, it’s probably sporting something more than a stock 4.6L 2-valve. Nitrous is also cheap. Compared on the basis of available power gains, nitrous offers far and away the best bang for the performance buck. Stealth, adjustable power gains, and easy on the wallet—is it any wonder nitrous has become so popular?
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Looking for some show with your nitrous-power go? This NOSzle system from NOS is as trick looking as it is powerful.
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For the uninitiated, nitrous oxide is not a fuel, but rather an oxidizer. Despite the automotive infernos depicted in movies like The Fast & The Furious, nitrous oxide does not burn, nor is it likely to incinerate a car. The special effects people in Hollywood – not the compound contained in your shiny blue bottle – cause explosions of the magnitude depicted on the big screen. You could literally open the bottle of nitrous and touch a match to the spray and the only thing that would happen is that the match would go out. No thunderous explosions, no massive fire balls, just an anticlimactic wisp of smoke as the high-pressure, ice-cold stream of nitrous oxide extinguishes the flame. If nitrous oxide doesn’t burn, then how does it increase the power? This seems like a logical question, and it’s one that has a very simple answer. Nitrous oxide adds power by releasing free oxygen molecules contained in the compound. Since oxygen molecules are a key ingredient in power production (the more oxygen present, the greater the power potential), the release of these oxygen molecules adds to the power potential of the motor. More nitrous equals more free oxygen molecules, which in turn equals more power.
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Wet nitrous systems (like this unit from Zex) combine the nitrous and fuel in a single fogger nozzle.
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Naturally there’s a limit to just how much nitrous can be added to any combination. While most stock motors, even those equipped with cast or hypereutectic pistons, will happily withstand an increase of 40 to 50 percent (depending on the original power output and displacement), adding more power brings the strength of the internal components into play. Building a high-horsepower nitrous motor is not much different than building a high-horsepower turbo or supercharged motor. Short blocks typically include forged rods, cranks, and pistons, with high-strength head gaskets, head studs, and possibly even an O-ringed block. Nitrous and forced-induction motors do, however, differ in their cam timing and cylinder head porting. Nitrous motors tend to like a lot of exhaust flow, since the nitrous adds all the necessary intake oxygen molecules. All that improved intake efficiency must now be allowed to escape, thus the need for greater exhaust port flow and wilder exhaust cam timing (relative to a turbo).
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Ever think about combining nitrous oxide and forced induction? This Zex nitrous system was installed on a Supercharged ’03 4-valve motor with excellent results. The nitrous actually acts as an intercooler to lower the inlet charge temperature.
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Adding power through nitrous is different than adding the same amount of power through forced induction. Sure, both will add an easy 50, 100, or even 200 hp (or more) to your average modular motor, but how they go about adding the power differs. Both the turbo (or supercharger) and nitrous increase the amount of oxygen molecules available to produce power. Forced induction does so by increasing the mass flow of air. The increase in mass flow is accomplished by pressurizing the air, thus force-feeding the motor more air than it could ingest of its own accord (in naturally aspirated form). The unfortunate side effect of the pressurization (we see as boost) is that the pressure causes heat. Turbos and superchargers heat the inlet air, something not desirable from either a power (less oxygen molecules per volume) or a detonation threshold standpoint. The hotter the air, the easier it is to ignite. In some cases, the heated inlet air can self ignite before the spark plug initiates the burn. The result is an expansion of the air/fuel mixture while the piston is still on its way up to TDC. Naturally the expanding gases resist the upward moving piston. The result of this struggle is sometimes not very pretty. The same thing can happen with excessive ignition advance.
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The NOS NOSzle system features these individual nozzles for each cylinder that combines the fuel and nitrous under the injectors.
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Nitrous, on the other hand, doesn’t resort to pressurizing the inlet air, but rather the extra oxygen molecules are carried in the pressurized compound. Once delivered to the inlet tract from a pressurized bottle, the liquid nitrous quickly turns into a gas. The transformation of a compound from a liquid to a gas is a process called vaporization. Vaporization requires an input of energy; in this case the energy is heat. The vaporization of the liquid nitrous absorbs heat from the surrounding inlet air, desirable in any performance application (especially a turbo or supercharged motor). While we associate heat with boiling (for example water turning from a liquid to a gas), the vaporized nitrous does not produce heat (at least not to the inlet air). Though vaporized, the temperature of the nitrous oxide is still at or near -129 degrees (the boiling point of nitrous oxide). Naturally, mixing your inlet air with a gas that is still a chilly -129 degrees provides a dramatic cooling effect. It is this double cooling that not only reduces the chance of detonation, but also increases the density of the inlet air. Denser air equals more oxygen molecules, which in turn (potentially) create more power.
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Naturally Aspirated vs. With Zex 125-Shot
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Early 2-Valve GT: 369 hp @ 5,900 rpm
With Zex 125-Shot: 472 hp @ 5,500 rpm Largest Gain: 114 hp @ 4,800 rpm
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Previous | Next
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This has been a sample page from
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Building 4.6/5.4L Ford Horsepower on the Dyno by Richard Holdener
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The 4.6- and 5.4-liter modular Ford engines are finally catching up with the legendary 5.0L in terms of aftermarket support and performance parts availability. Having a lot of parts to choose from is great for the enthusiast, but it can also make it harder to figure out what parts and modifications will work best. Building 4.6/5.4L Ford Horsepower on the Dyno takes the guesswork out of modification and parts selection by showing you the types of horsepower and torque gains expected by each modification.
Author Richard Holdener uses over 340 photos and 185 back-to-back dyno graphs to show you which parts increase horsepower and torque, and which parts don’t deliver on their promises. Unlike sources that only give you peak numbers and gains, Building 4.6/5.4L Ford Horsepower on the Dyno includes complete before-and-after dyno graphs, so you can see where in the RPM range these parts make (or lose) the most horsepower and torque. Holdener covers upgrades for 2-, 3-, and 4-valve modular engines, with chapters on throttle bodies and inlet elbows, intake manifolds, cylinder heads, camshafts, nitrous oxide, supercharging, turbocharging, headers, exhaust systems, and complete engine buildups.
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Click below to view sample pages
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Chap. 1 - Throttle Bodies Chap. 2 - Intake Manifold Chap. 3 - Cylinder Heads Chap. 4 - Camshafts Chap. 5 - Nitrous Oxide Chap. 6 - SOHC Supercharging Chap. 7 - DOHC Supercharging Chap. 8 - Turbocharging Chap. 9 - Engine Headers Chap. 10 - 4.6 Engine Buildups
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8-1/2 x 11" Sftbd. 208 pgs. 340+ b/w photos Item # SA115 Price: $22.95
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This is a great book and a must have for anyone considering modifying a 4.6 or 5.4 Ford for more power!
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Click here to buy now!
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Other items you might be interested in
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How To Build Max Performance 4.6 Liter Ford Engines With Mustang buy-in prices dropping and aftermarket support booming, there has never been a better time take your 4.6-liter’s performance to the next level. In How To Build Max-Performance 4.6-Liter Ford Engines, renowned engine builder and tuner Sean Hyland gives you a comprehensive guide to building and modifying Ford’s 2- and 4-valve 4.6/5.4-liter engines.
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Price:
$22.95
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High-Performance Mustang Builder's Guide 1994-2004 The availability of high- performance parts for the 1994-04 Mustang is unparalleled. You can build your Mustang for drag racing, road racing, or improved street performance – and the High-Performance Mustang Builder’s Guide will show you how! Author Sean Hyland uses over 300 photos to explain how to upgrade your Mustang’s engine, suspension, chassis, transmission, rear end, brakes, and body.
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Price:
$22.95
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Shipping is combined and discounted for multiple item purchases! Buy more and save on shipping! We ship Worldwide! See International Shipping for more information!
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Search Our Store for More Great Ford, Lincoln & Mercury Items!
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FAST AND EFFICIENT SERVICE We believe customer service and online retail can coexist. Our policy is to treat customers the way we would like to be to treated. We strive to describe all items correctly. You have many options online, but we believe our service is the best. We work around the clock to fill orders and ship items within one business day. It is our goal to serve the customer before, during and after the checkout process. Why gamble with your money and purchase from other sellers? We look forward to doing business with you now and in the future.
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If you have any questions or comments please feel free to contact us. We look forward to serving you and fulfilling your needs.
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Thanks for your business!
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MRE PO Box 47 Grinnell, IA 50112
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