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How Nitrous Works
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Nitrous Fundamentals
The fundamentals of nitrous
begin with this concept: An
engine is a mechanical device
that releases heat energy from
fuel and captures some of that
energy in the form of torque.
Torque is the twisting force we
put to work in our race cars
through spinning gears and
wheels. The important fact to
remember is that, without fuel,
an engine creates no power or
force.
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Fuel, in so far as this discussion is concerned, is gasoline. Gasoline is a volatile liquid petroleum
distillation that when atomized and heated to a high temperature wants to rapidly combine its atoms
with oxygen atoms. A huge amount of heat is released during such a chemical reaction. The heat
causes the gases in the combustion chamber to expand, thereby forcing the piston down the
cylinder. This linear force of the piston is turned to a rotational force by the piston rods connected
to the crankshaft.
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Fuel Burns Faster With More Oxygen
The second concept is that fuel burns faster when more oxygen is present and slower with less
oxygen. It is through the mechanism of this observed behavior of gasoline that,superchargers,
turbochargers, and nitrous oxide make power. All three of these techniques put more oxygen and
more fuel in the combustion chamber. The first two work by mechanically forcing more fuel and
atmosphere and therefore more oxygen into the chambers.
Nitrous, in contrast, uses chemistry and stored mechanical energy to insert more oxygen and fuel
into an engine’s combustion chambers. The stored mechanical energy I’m referring to is the fact
that nitrous gas is so highly compressed that it takes a liquid form. When released from the bottle it
expands and is able to absorb heat, thus super-cooling the intake charge. By super-cooling the
intake charge, the expanding nitrous gas increases the density, and therefore the oxygen content,
of the intake charge.
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The bottom line is that Nitrous works with an engine’s fuel. It isn’t a fuel unto itself. In fact, nitrous is
similar to air. Earth’s atmosphere is basically 80 percent nitrogen and 20 percent oxygen. (We’re
not going to break it down to all its components, which includes carbon dioxide, carbon monoxide,
and a number of other politically active ingredients.) Nitrous oxide by comparison is 33 percent
oxygen and 66 percent nitrogen. In other words it is two thirds nitrogen and one third oxygen. This
is expressed by its chemical name N2O, which translates to one oxygen atom bound to two nitrogen
atoms.
You might think if oxygen is so chock full of power potential, why not inject pure oxygen into an
engine?
Dumping pure oxygen into your engine’s combustion chambers without controlling the ratio then
lighting it off would just burn a hole through the pistons. Pure oxygen can react with just about
anything, but it’s really fond of aluminum. You know about the solid rocket boosters on the space
shuttle? The solid part is powered aluminum to which oxygen is added to create an intense hot fire.
More oxygen in an engine’s combustion chambers means a hotter as well as faster burn. You must
add more fuel to control the rate and temperature. For maximum performance, you have to control
the burn rate and the temperature precisely. Here’s why.
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It has to do with two things. First is the optimum timing, in crankshaft degrees, of peak cylinder
pressure. Second is detonation. Detonation occurs when the fuel in the chamber develops one or
more flame fronts and burns in an uncontrolled fashion. The rattling you some time hear during
severe detonation is the flame fronts colliding and the resulting pressure spikes.
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The Importance of Timing - Max Cylinder Pressure
The timing and control of peak pressure during the power stroke is the holy grail of engine tuners.
Get the timing and burn rate right and the pressure builds gradually to force the piston down the
cylinder with great intensity for a long time. It’s beneficial to have the pressure build gradually. A
long controlled burn, by definition, inhibits detonation and lengthens the amount of time the
expanding charge exerts the most force against the piston without destroying it. The longer and
more intense you can make cylinder pressure at the right time, the more power an engine will
produce.
Detonation destroys engines and while it is doing so does not create much power. A four-cycle
gasoline-fueled engine cannot capture much energy from detonation-generated pressure spikes.
All the energy of the intake charge is released too quickly, focusing the force on the top of the
piston. It’s like the difference between driving a stake into the ground with a sledgehammer and
shooting the end of the stake with a hunting rifle. There is so much force generated so quickly
during detonation that it can crush the top of the piston, collapse the upper ring lands, punch holes
through the pistons, destroy rod and main bearings…the list of bad things detonation can do to an
engine just goes on and on. So it’s important to control how the fuel burns.
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Four Techniques to Control max cylinder pressure timing
You have four techniques at your disposal to control burn rate (to avoid detonation) and peak
pressure timing. One is the compression ratio of the engine. Two is the octane rating and chemistry
of the fuel you choose. Three is the amount and ratio of oxygen to fuel present in the combustion
chamber. Four is ignition timing. Balancing these four factors is really the essence of tuning an
engine.
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Compression Ratio
Decide on a compression ratio before you build your engine. If you’re installing a nitrous system on
a stock engine, or one that’s already screwed together, you have to at least know its compression
ratio. An engine’s compression ratio is equal to the cylinder and combustion chamber volume
divided by the combustion chamber volume. For example, an engine with a combined cylinder and
chamber volume of 100 cc’s at Bottom Dead Center (BDC) and only 10cc’s at Top Dead Center
(TDC) has a compression ratio of 10 to 1.
Static vs. Dynamic Compression
We need to discriminate between static compression and dynamic compression ratios. Static is just
that, the volumes of the cylinder and combustion chambers mentioned above. Dynamic
compression ratio is the real compression ratio achieved in the chambers with the engine running
and making power. Once you get air moving in columns as it is in an intake manifold and in the
exhaust headers, the air’s inertia forces more air in the cylinder than the physical volume of the
cylinder. In other words charge air density is increased. If there’s more air in the cylinder at the start
of the compression stroke, all other things being equal, you’ll get a slightly higher compression
ratio. Factors affecting volumetric efficiency and therefore the dynamic compression ratio of an
engine include but are not limited to the intake runner design, head porting, and camshaft profile.
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You might as well consider the dynamic compression ratio as the real comp torque.
While we can’t give a recommendation for every combination, we can give a general baseline for a
street-driven engine combination using pump gas. Assuming 92 octane premium, 10:1 static
compression ratio is about as high a compression ratio as you should run. This should put the
dynamic compression ratio, assuming a real world street cam, right around 9.5:1 at the best VE
point, which we’ll guesstimate as 85 percent.
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Cam Consciousness
Nitrous engines respond to different cam profiles than naturally aspirated engines Choosing the
right cam is one of your more important decisions in order to get the most from your engine
combination.
Nitrous engines are sensitive to dynamic compression ratio changes, so be aware how certain cam
grind affect this parameter. In general, a cam with a shorter duration will yield a higher compression
ratio than a cam with a longer duration. For an engine with a static compression ratio of 12:1, using
a cam with less than about 240 degrees of duration measured at 0.050 lift can get you into
detonation rather quickly.
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Another consideration is exhaust duration. Nitrous engines receive a lot of fuel and oxygen due to
the super-cooled, high-density charge. Once it’s burned and expanded, it needs to come out of the
engine. Because of this, a cam with ample exhaust duration consistently makes more horsepower.
Bear in mind, however, that simply increasing exhaust duration, i.e., opening the valve earlier and
closing it later, will change the overlap and therefore the dynamic compression ratio as well as the
amount of time the intake and exhaust tracts communicate. Most engine tuners agree that nitrous
engines respond better if the increased exhaust duration is gained by opening the valve earlier in
the cycle.
As with all things engine related, it’s the exact combination of components and tuning that make
power. So you should check with your engine builder or the component manufacturer for specific
information regarding your combination.
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Octane Rating
The reason we’re concerned with compression ratio is because the charge (fuel mixed with air) can
only be compressed so much before the mixture ignites prematurely, or detonates. Fuels are rated
by their resistance to compression caused ignition or detonation. That’s what an octane rating is. A
higher octane number corresponds to a fuel’s greater resistance to reacting with oxygen from
compression induced heat. High-octane fuels are more resistant to detonation than lower octane
fuels. As we discussed, detonation is detrimental to your engine’s health and horsepower.
Choosing an appropriate compression ratio and fuel octane is a way to avoid detonation.
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Air/Fuel Ratio
Assuming that you understand the effects of compression ratio and fuel octane on burn rate, lets
move on. The next item is controlling the oxygen to fuel ratio. With a normally aspirated engine, the
way you control the oxygen-to-fuel ratio is by mixing more or less fuel with the atmosphere as it
travels down the intake manifold. Carburetor jetting, or changing the pulse duration for fuel injection
motors, is the usual channel for such adjustments. The key here is that fuel is added or subtracted
from the mixture since the oxygen content of the atmosphere is pretty much stable at 20 percent.
When you’re tuning your carburetor, the idea is to find the right amount of fuel that—depending on
atmospheric conditions—will use the available oxygen to produce the most power. On most
carbureted engines, 12.5 to 13:1 air to fuel ratios are where they make the most power. Any leaner
(less fuel/higher oxygen ratio) and the mixture burns hotter and quicker and it’s hard to ignite. That
means peak pressure is difficult to control and usually is displayed as a loss of power.
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Controlling Ignition Timing
Controlling the timing and duration of cylinder pressure is where all your engine’s power is
generated. Timing peak pressure correctly is a function of ignition timing and burn rate. Since it
takes time for fuel to burn and the piston is traveling at a high speed, you have to ignite the fuel
before you want peak pressure. Look at Figure 1 and you can see why you typically have
advanced ignition curves. Notice the accelerated burn rate of fuel with additional oxygen supplied
by injecting nitrous. With the burn rate accelerated, you have to retard the ignition timing to keep
peak pressure in the engine’s “sweet spot” around the 12 to 14 crankshaft degree mark.
We have explained the accelerated burn rate of the fuel as a consequent of adding oxygen. But
merely accelerating the burn rate does not account for the increased power output of a nitrous-
injected engine combination. Referring again to Figure 10-1, notice the cylinder pressure
associated with a nitrous system. From where does the increase come? The only way to do that is
to add more fuel. Since there’s more oxygen, you can add more fuel. Mixed in the proper ratios, you
get a desired burn rate plus more heat to raise cylinder pressure. The additional cylinder pressure
results in more horsepower. It’s as simple as that. No magic, just physics.
That’s essentially how nitrous creates power in an engine. Now let’s look at how better nitrous
system components can help your engine make even more horsepower.
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The Delivery System
The nozzle is the device that mixes the nitrous with additional fuel. This is a critical phase in making
horsepower with nitrous injection. How the nitrous is mixed with fuel has an impact on how much of
the new mixture is available to burn in the combustion chamber. Remembering the basics tells you
that this will affect the power generated by your engine.
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Previous | Next
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This has been a sample page from
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How To Install and Use Nitrous Oxide
Injection Systems For Maximum Horsepower
by Joe Pettitt
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Includes information on nitrous basics and advance
nitrous theory. Written with the assistance of Nitrous
Oxide Systems
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Nitrous oxide injection is one of the potentially easiest, least
expensive, and fastest ways to substantially increase engine
horsepower. This new title, authored with the assistance of one of
the industry's largest manufacturer of nitrous equipment, provides
the latest technical information available regarding the proper
installation and use of this high performance, yet potentially
damaging equipment.
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Click below to view sample
pages from each chapter.
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"How to Install and Use Nitrous Oxide is filled with information
on nitrous, including the basics of advanced nitrous theory.
Photos, charts, and graphs accompany the text and illustrate
key points. Hands-on sections of the book cover how to plumb
a nitrous system and how to set up an engine to handle nitrous.
There's information on ignition timing, compression, wiring,
solenoids, octane, and fuel delivery." -- SPORT TRUCK, April
1999
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Chap. 1 - Introduction to Nitrous
Chap. 2 - How Nitrous Works
Chap. 3 - The Nitrous System
Chap. 4 - Installation Tech
Chap. 5 - Operating and Tuning
Chap. 6 - Basic Engine
Chap. 7 - Advanced Tuning
Chap. 8 - Nitrous Fuel Injection
Chap. 9 - Dyno Sessions
Chap. 10 - Real World Project
Chap. 11 - Chemical Reference
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8-3/8 X 10-7/8
128 pages
300 b/w photos
Item: SA50
Price: $18.95
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Click here to buy now!
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This is a great book that anyone using, or considering using a
nitrous oxide system will love!
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Other items you might be interested in
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How to select and install the correct turbo for big or small
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Sport Compact Turbos & Blowers
While most owners of sport compacts can afford the simple bolt-ons
available, some owners want to take their modifications a step further.
There is intense competition to be the fastest, and quite often the only
way to win is to go to the next level – by installing a supercharger /
blower or turbocharger on your engine. This book is an enthusiast’s
guide to understanding and using turbochargers and superchargers
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Price:
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How to Rebuild and Modify Carter/Edelbrock Carburetors
Author David Emanuel outlines carburetor types, gives a thorough look
at carb selection and carb function, and offers detailed information on
modifications, tuning, and rebuilding Carter/Edelbrock carburetors.
Also features the history of Carter as well as the history of the AFB
and the AVS since the purchase by Edelbrock. Contains more than
300 color photos, illustrations, and diagrams.
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Price:
$22.95
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