many of us have seen the cars go really fast when the driver pushes the N2Obutton whether in the movies or for a few lucky ones they have seen it for real.so, how does this N2O or NOS works well have a go at this article and you will understand the real NOS
When you heat nitrous oxide to about 570 degrees F (~300 C), it splits into oxygen and nitrogen.
So the injection of nitrous oxide into an engine means that more oxygen is available during combustion. Because you have more oxygen, you can also inject more fuel, allowing the same engine to produce more power. Nitrous oxide is one of the simplest ways to provide a significant horsepower boost to any gasoline engine.
Nitrous oxide has another effect that improves performance even more. When it vaporizes, nitrous oxide provides a significant cooling effect on the intake air. When you reduce the intake air temperature, you increase the air’s density, and this provides even more oxygen inside the cylinder.
The only problem with nitrous oxide is that it is fairly bulky, and the engine needs a lot of it. Like any gas, it takes up a fair amount of space even when compressed into a liquid.
A 5-liter engine running at 4,000 rotations per minute (rpm) consumes about 10,000 liters of air every minute (compared to about 0.2 liters of gasoline), so it would take a tremendous amount of nitrous oxide to run a car continuously. Therefore, a car normally carries only a few minutes of nitrous oxide, and the driver uses it very selectively by pushing a button.
A dragster It is for this reason, that the use of nitrous oxide is primarily confined to drag racing, street racing, and other short duration racing applications. Maximum acceleration is the primary objective for these sports, while endurance is not.
These engines are designed with large intake and exhaust valves, and gas flow passages for maximum rpm – which is where the power plant will spend the majority of its time; however briefly. The Nitrous bottle is plumbed to an electric solenoid valve which permits nitrous oxide to flow in a liquid state into the engine’s air intake manifold via precise orifices to control flow. These orifices are engineered to deliver a measured supply of the liquid nitrous oxide, which has been calculated to be appropriate for wide open throttle only. The nitrous oxide changes state immediately upon injection into the intake manifold, thus affording the advantages of its latent heat factor, as you described. These advantages are numerous, as you also mentioned, the most notable being the change in charge density. The overall density of the fuel/air mixture being drawn into the combustion chamber increases sharply as the nitrous oxide changes from liquid to a gas within the intake passage. Most engine builders will incorporate an additional means of simultaneously enrichening the fuel to air ratio, so as to take full advantage of the extra oxygen that is released by the nitrous oxide during combustion. Furthermore, the reduced temperature of the intake charge allows for an increased compression ratio that would otherwise not be possible, due to the pre-detonation of the charge during the compression stroke. Pre-detonation must be avoided at all cost, as it is extremely damaging to most race engines. In addition to the advantages gained with the use of higher compression ratios, an effective alternative is to pressurize the intake charge. This is often done with a turbo-charger which takes advantage of the expansion of the exhaust gases as they exit the combustion chamber. Although heating of the intake charge is a negative drawback commonly associated with the turbo-charging of engines, this factor is effectively negated when used in conjunction with nitrous oxide injection.
