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Nitrous oxide is the ultimate on-demand power adder – it’s on when you want it, and off when directed, as well. Nitrous Express offers a large product line covering single and multiple stages of N2O injection along with service parts and other system enhancements. At PRI, the company showed off an insane 5-stage nitrous system – that’s right, five stages of spray, squeeze, juice…whatever you want to call this glorious gas.
There are numerous advantages to a 5-stage system. According to NX’s Ryan Lewis, “You can leave the line with one or two stages, then add in two or three more down the track. Or, if you’re running at an eighth-mile event, you can use one or two stages, then turn on all five in the event you’re racing on a quarter-mile track. It’s a big advantage as you don’t have to be changing jets all the time.”
Think about that, five-speed guys – the ability to have a stage for every single gear exists, offering the ability to tune the chassis for each additional hit and add more horsepower as the track will allow.
This system uses NX's new compact distribution blocks and mini solenoids (left photo). Note the NX weld-on bones and the STD nozzles.
The system uses NX mini solenoids on the fuel side and compact distribution blocks to keep space requirements down.
There are two direct-port systems located on the top of the intake manifold, using NX’s Straight Through Design (STD) nozzles.
On the underside of the manifold’s runners, there is another direct-port system, again using the STD nozzles, which are designed to not impede the airflow like traditional nitrous nozzles.
Here's how the nitrous and fuel get introduced into the air supply: Note how the STD nozzle doesn't protrude through the intake runner, and spray bars inside in the plenum direct fuel and nitrous above the mouth of the intake runner.
Then, inside the plenum, there are another two stages that run the length of the inside of the plenum to produce a nitrous fog underneath the carburetors.
For the direct-port systems, there is a distinct difference when the nozzle is kept out of the airflow path.
“We use weld-on bungs to properly mount the nozzles and keep them high enough out of the airstream. There’s no disruption in the airflow, as there is with other types of nozzles that protrude into the port, and we’ve found there’s up to a 30 horsepower increase by keeping the nozzle out of the airflow,” says Lewis.
“Each of the spray bar installations in the plenum are custom, and they’re a good alternative to direct port, especially when you don’t have the room for a second or third stage on the intake runners. It’s cheaper than direct port and there are only two jets to change instead of 16,” he explains.
