Mixing gasoline with nitrous to increase engine power – Nitrous oxide N2O

Nitrous Oxide – N2O
 

 
The use of nitrous oxide (Nitrous oxide N2O):
Nitrous is an odorless and non-flammable gas. And some use it in the car to increase the power by introducing it with the air inside the engine. Nitrous increases the amount of oxygen in the atmosphere (which leads to an increase in combustion and thus an increase in pressure and temperature inside the cylinder and an increase in power). In this case, the engine temperature must be maintained to avoid slapping and other problems. And increase the amount of fuel so that the nitrogen can interact with it.
Nitrous oxide is found under several other names, N2O or N2O, nitrous, nitro, or laughing gas, which is a chemical compound with the following formula N2O that is used as an anesthetic in surgical operations, and is used in vehicles to increase engine power.
It is commercially called NOS after the manufacturer Nitrous Oxide Systems, one of the first companies to develop a nitrous oxide injection system for use in cars.
 Not to be confused with nitrogen oxides, which are car exhaust pollutants called NOx, and cause acid rain, ozone depletion, and the greenhouse effect. Which is nitric oxide NO, or nitrogen dioxide NO2.
Engine power consists of the amount of fuel burned. You can increase the amount of fuel pumped into the engine, but the fuel limit is how much oxygen is needed to burn it. That’s why the engine limit for power, is the amount of oxygen it can inhale. That is why motor racing racers do what they can do to get more air in: increase the number of laps, increase the capacity, ease the charge entry, recharge the engine, etc. Nitrous oxide solves this problem in a different way. It will not increase the amount of air entering the engine, but it will increase the amount of oxygen entering the engine. Air contains only 20% oxygen, and nitrous oxide contains 36% oxygen. In the case of adding nitrogen oxide, it will increase the amount of oxygen level in the mixture significantly more than 20% to 25-30%, which will lead to an increase in the oxygen level by 25-50% (30% compared to 20% is an increase of 10% in the amount of oxygen 20%, or 10/20 = 50%).
Nitrous oxide is of additional importance to performance. It is injected into the intake manifold as a liquid, which takes up less volume than nitrous oxide gas. This means that it will not take up a lot of air space. Even if nitrous oxide vaporizes, it will cool the incoming charge, which will cool and increase the charge density. This cooling helps cool the engine parts and reduces slamming.
History of the use of nitrous in engines: The
work of nitrous oxide was discovered by the Germans and was used in the aircraft industry at the beginning of World War II. Many German aircraft were equipped with what is known as the GM-1 system, which adds nitrous oxide to the inlet charge to compensate for the low air density in high atmospheres.
Nitrous was used in racing cars in the 1950s as an illegal way to increase engine power. It is currently used to increase engine power in some cars in some applications. It is similar to other means of increasing engine power such as adjusting the camshaft, using a larger feeder, increasing the compression ratio, and a more streamlined charging and exhaust manifold. It is similar to the means to increase the power of the engine that if poorly used, it will damage the machine and shorten its life. However, adding nitrous in small amounts can increase the capacity by 25 to 35%.
 
What is nitrous?
 
It is a colorless, non-flammable gas, non-toxic and non-itchy. One of the properties of nitrogen oxide is that at about 565 degrees Fahrenheit (296.1 degrees Celsius) it breaks down into oxygen and nitrogen. When used in an internal combustion engine, it is drawn into the combustion chamber, and during the compression stroke when the air temperature reaches 565 degrees Fahrenheit (296.1 degrees Celsius) an oxygen-rich mixture is formed. In this case, adding fuel while injecting nitrous oxide has the same effect as if the engine was charging or the compression ratio was increased. The nitrous car system operates like a jet engine and is used over a short period of time to increase the power.
Nitrous oxide has this effect because it has a higher oxygen content than the air at atmospheric pressure. Nitrous contains 36% oxygen by weight, and the atmosphere contains 23% oxygen. Plus, nitrous oxide is 50% denser than air at the same pressure. Therefore, a cubic foot (cubic meter) of nitrous oxide contains 2.3 more oxygen than is found in a cubic foot (cubic meter) of air.
 
How does the car work?
Nitrous oxide parts come in a kit with most parts required for installation. It has a tube of nitrous oxide (which is often left in the trunk of the car). Connectors for connecting gas from the rear to the engine, a control device within reach of the driver, and a nozzle for injecting nitrous oxide into the engine.
Nitrous oxide can be used with any type of vehicle. There are several types of it:
Wet type (injected into the intake manifold, which makes the collector wet, hence the name) and there are two types of it:

•         Single Point
•         Multiple Direct Port Injection

Dry type (injection after the intake manifold, which makes the collector dry, hence the name).
 
Chemical Properties:
 
Nitrous oxide is made up of two nitrogen atoms and one oxygen atom. By weight, it consists of 36% oxygen (air is only 23.6% oxygen). At 70 degrees Fahrenheit we need a pressure of 760 psi (5.24 MPa) to keep the nitrous in a liquid state. The critical temperature is 97.7 F (36.5 C); At this point, the vapor pressure cannot keep the nitrous in the liquid state. At this point the nitrous turns into a gas and is at a pressure of 1069 psi (7.37 MPa). When the temperature increases further, the pressure also increases, but it remains in the gas state. If a person attempts to withdraw nitrous, the temperature must be kept below 97.7 F (36.5 C). When releasing liquid nitrous from a pressure of 760 psi (5.24 MPa) to 14.7 psi (101.35 kPa) (normal atmospheric pressure). it will start to boil and expand rapidly; A decrease in pressure will lead to a decrease in temperature. Nitrogen boils at minus 129.1 degrees Fahrenheit (- 89.5 degrees Celsius).
 
Combustion:
 
Nitrous oxide does not burn, but is an oxidizer. It gives off more oxygen, so it can burn more fuel, and the result is more power. The atoms in nitrous oxide are bonded together. And oxygen is not free, but it becomes so with higher temperatures. At 565 F (296.1 C), the bond breaks and the oxygen becomes free. The combustion temperature is much higher than 565 degrees Fahrenheit (296.1 degrees Celsius), so this is not a problem. When nitrous oxide is added to the engine, the proportion of oxygen increases and the proportion of the remaining gases that do not enter into combustion (mostly nitrogen) increases. These speed up the combustion rate and require less advance in terms of spark timing to get a higher power value. This is difficult to understand for some people in the process of getting high power with less spark delivery, which is the reality when using nitrous oxide. The highest cylinder pressure must occur approximately 20 degrees beyond the high dead point to obtain high power. When the combustion process is accelerated, the highest pressure in the cylinder will occur quickly. The engine can be managed with a large advance to the ignition, but the advance will not reduce the power, but will lead to problems with combustion such as slamming, which leads to the destruction of the nitrous engine within a short period.
 
Detonation:
 
Using nitrous increases the possibility of slamming the engine. To keep the engine from getting slammed, you have to overcome the extra heat that the nitrous creates. The easy way to do this is to add more fuel. Most nitrous systems come with a rich fuel mist to give you a safe starting point. The extra fuel will take the heat and raise the slap limit. The other method of heat control is the injection of water. A precise water injection system will allow you to run the engine at the correct chemical ratio of nitrous to fuel, thus making the system more fuel efficient. In the case of reasonable use and trying to keep the power level within reasonable limits, the use of rich fuel is all you need to control the slapping. Water injection and rich fuel running will reduce power output, but raising the throttle will allow more nitrous to be used for higher power.
 
Nitrous-to-fuel Ratios: The
 
correct chemical ratio of nitrous to fuel is 9.469:1. If the nitrous engine is running on poor fuel, it can damage the engine within a few seconds. There must be enough fuel for the nitrous to react with, otherwise the temperature will rise rapidly. The oxygen that was not able to react with the fuel will oxidize which parts are hot enough. That’s why you don’t run the engine on poor fuel.    
 
Plate Systems:
 
The most common systems in this field are the applicator type sprinkler system. A plate is placed between the feeder and the charging assembly. And there is a sprinkler rod on each plate, the top for nitrous oxide and the bottom for fuel. The nitrous is higher than the fuel to give a good mixing of the nitrous and the fuel. The panels are easy to install and have proven to perform well, but they are not the best. It must pass the nitrous through the entire complex. The greater the distance the nitrous takes to reach the cylinder, the more it will expand. The more volume the nitrous occupies, the smaller the volume of the mixture the engine will get. Therefore, the engine will give higher power whenever the injection is as close to the cylinder as possible. There is another problem with nitrous spray rods, especially with large groups of 300 hp (220 kilowatts) (or more) at the beginning of the injection, as when the nitrous hits the end of the spray rod, it will send a reverse pulse that leads to obstruction of the flow.
 
Nozzle Systems:
 
This system is also called a fogger. Nitrous spray system can give high power without side problems. For this system, a hole must be drilled and threaded into the charging assembly near the combustion chamber (at least one atomizer is installed for each cylinder). Many multistage systems use more than one atomizer per cylinder. This system requires a lot of plumbing work to install the nitrous, but it gives a better mixture (or mist), because the fuel and nitrous are mixed before injection. The high nitrous pressure breaks the fuel down into a fine mist. The atomizer point can be placed very close to the cylinder for less stretching. In many cases, depending on how the nebulizer is positioned and directed, it can increase airflow. Therefore, there are many advantages of the nebulizer system.
 
Cooling Effects:
 
Cold collector air is denser and contains more oxygen atoms per cubic foot. Therefore, the cooler air will allow more fuel to be burned, leading to more energy. Reducing the temperature by 10 degrees Fahrenheit (5.5 degrees Celsius) can increase the power by 1 to 1.5% of the engine. Nitrous boils at -129 degrees Fahrenheit (-89.5 degrees Celsius) and will start boiling as soon as it is injected. This will result in an 80°F (45°C) reduction in the intake manifold air temperature. In the case of dealing with a 400 hp (293.9 kW) engine, this will lead to an increase of 30 hp (22 kW), obtained only by the cooling effect only. The cooling effect also helps the engine deal with the slapping problem.
 
Average Power:
 
If a 550 hp (404.1 kW) engine is used, it must spin at up to 7,000 rpm to get that amount of power within a limited amount of speed. But using nitrous, this amount of power will be achieved at a lower speed and higher average power. This is why the nitrous engine has a lead in this field. The reason is that the nitrous flux is constant and does not depend on the engine speed. At slow speeds, there is more time for the nitrous to fill the cylinders, so we get more nitrous in the power stroke. This will help generate more power at lower speeds. When you increase the rotational speed and reach the power area of ​​the engine, you will get less nitrous in the power stroke, but this will increase the power of the normal power of the engine. This will flatten the torque curve and display from the power area.
 
Problems with using nitrous in a car:
One of the big problems with the use of nitrous in reciprocating engines is this: as a higher density charge increases in the cylinders it will increase the pressure so much that the engine structure may not be able to handle it. The accompanying increase in pressure and heat can lead to overheating problems such as piston or valve melting, and pistons and cylinder heads can also crack and warp. Nitrous use may require: Use of intermittent short periods to obtain an exceptionally high ability to attack another vehicle, for example. 
 
Why not use pure oxygen instead of nitrous:
 
Air contains 23.6% oxygen by weight, and the rest is mostly nitrogen. Nitrogen does not aid in the combustion process, but it does absorb heat and carry it out. When nitrous is added, it consists of 36% oxygen, with the remainder nitrogen. The more nitrous oxide you add, the less nitrogen is available to absorb heat. That’s why nitrous causes the engine to overheat quickly. In the case of adding pure oxygen (which has already been tried), the proportion of nitrogen will decrease faster the more oxygen is added. So we won’t be able to add as much oxygen before heat becomes a problem to control. Also, compressed oxygen is in a gaseous state, so adding oxygen will take a larger volume and reduce the normal power of the engine, and the amount of nitrogen in it. But in liquid nitrous injection, the engine’s normal power will be slightly reduced but oxygen and nitrogen will be added. Putting this in a simplified way with the use of nitrous oxide, we can get oxygen atoms in the engine and get a larger amount of nitrogen at the same time. Nitrous can add more capacity before heat becomes an unmanageable problem.