This chart is intended to graphically show what is required in the way of engine preparation and tuning to obtain best results with each particular NOS system. For example, you can see that it's OK to use any number of NOS systems with virtually stock engines. Some upgrades are recommended, but not essential. As we get down to the more powerful systems, it is evident that a true high performance engine with forged aluminum pistons, forged steel or aluminum rods and a forged steel crankshaft will be required. Because of high cylinder pressures, it's also advisable to equip the engine with heavy-duty cylinder head and main studs. Above all, special attention must be paid to the fuel and ignition systems. Most of the more powerful kits will require an aftermarket fuel pump, and an ignition with retard capabilities is highly recommended.

NOT NECESSARY
RECOMMENDED
MANDATORY

NOS SYSTEM	Upgraded Ignition	Premium Fuel	Race Fuel	Colder Plugs	Reduced Plug Gap	Fuel System Upgrade	Dedicated Fuel Pump	Open Plenum Intake	Forged Pistons**	Aftermarket Con Rods	Forged or Billet Crank***	Ignition Retard
SNIPER
TOP SHOT
POWERSHOT
SUPER POWERSHOT
CHEATER
BIG SHOT		N/A
PRO PLATE		N/A
DOUBLE CROSS		N/A
ANNULAR DISCHARGE		N/A
SPORTSMAN FOGGER
PRO SHOT FOGGER		N/A
PRO SHOT TWIN FOGGER		N/A
PRO RACE FOGGER		N/A
OEM E.F.I.								N/A
HI-PERF. OEM E.F.I.*								N/A
NOSzle OEM E.F.I.*
NOSzle Racing E.F.I.*

* Kit produces more than 40% of engine's rated horsepower.
** After 140 HP nitrous or more.
*** After 200 HP of nitrous or more.

Types of NOS Systems
An Overview Of Wet, Dry And Direct Port Systems
These are three basic types of nitrous systems: dry, wet, and direct port. The most misunderstood is the "dry" type of system. A "dry" nitrous system simply means that the fuel required to make additional power with nitrous will be introduced through the fuel injectors (remember, fuel makes power, nitrous simply lets you burn more of it). This keeps the upper intake dry of fuel. We accomplish this by two methods. First, is to increase the pressure to the injectors by applying nitrous pressure from the solenoid assembly when the system is activated. This causes an increase in fuel flow just like turning up the pressure on your garden hose from 1/2 to full. The second way we can add the required fuel is to increase the time the fuel injector stays on. This is accomplished by changing what the computer sees, basically tricking the computer into adding the required fuel. In either case, once the fuel has been added, the nitrous can be introduced to burn the supplemental fuel and generate additional power.

The second type of nitrous kit is the "wet" style of kit. These kits include carburetor plate systems and add nitrous and fuel at the same time and place (normally 3-4" ahead of the throttle body for fuel injected applications or just under the carb as with plate systems). This type of system will make the upper intake wet with fuel. These systems are best used with intakes designed for wet flow and turbo/supercharged applications. The reason for this is the fact that fuel flows differently than air or nitrous. This difference in flow characteristics can lead to distribution problems and, in some cases, intake backfires. Intakes designed for wet flow (such as with carburetors) cause much less separation of the nitrous/air, and fuel. Because modern fuel injection intakes are designed to flow air only, they have tighter turns and a more compact design as a result. Thus, they generally do not make good candidates for wet flow nitrous systems.