CHP: What kinds of problems do you see people having with nitrous systems?
BS: One of the main reasons people have problems is the electrical system. A gearhead is into the engine and trans and doesn't think it applies to him much. But a nitrous system has more electronics than anything else. What'll happen is that a system tests fine in the shop, but then it's very rich at the track, when other electrical accessories are running. The nitrous solenoid won't open. A guy will have a 10-gauge power wire to the system, but no ground or a 16-gauge ground. Remember with a DC setup, the ground has to return what it brings.
CHP: What else should nitrous users look out for?
BS: The heat range of a plug is critical to controlling detonation. A stock, efficient, hot plug with too much nitrous and not enough octane can turn into a glow plug and cause preignition. You can tear up a motor with a 100-shot if you're off.
CHP: So we should pay more attention to our spark plugs.
BS: It's the only window to see what's going on in the engine. A spark plug isn't going to lie to you. Most nitrous guys need to learn to read spark plugs better than they do.
You wouldn't think of running your vehicle without a fuel filter, but N2O filters are equally important. Contaminants in a nitrous system can clog jets and damage solenoids, so including a filter with a cleanable element, like this billet setup from NOS, is a good idea.