Collente I've re-read the whole three pages....what is it your trying to find out?
If you want to know more than this....which is explained far better than I can do click the link at the bottom....it should help you understand alot more.

"With this huge amount of power available I am frequently asked how much power can I have and will I need to do any mods to my engine to handle it all. My answer is that your stock engine will almost certainly handle more power than you the rider / driver can handle, but "What does decide the actual limit that the engine can produce" ? The first thing to keep in mind is that the engine consumes much bigger doses of nitrous per cycle at low rpm than at high rpm, therefore at low rpm where there is little inertia in the engine and the vehicle as a whole it is subjected to much greater forces which it finds difficult to get away from. The consequence of adding too much extra power to the engine at low rpm is that the piston cannot move away from the elevated pressure of combustion fast enough to keep the forces below acceptable limits, and something has to give, either the head gasket will blow, or the piston ring lands will crack, either way if the engine is not stopped immediately the piston will subsequently melt due to the lean out caused by the extra oxygen drawn into the combustion chamber through the leak. If you want to know more than this....which is explained far better than I can do click the link at the bottom....it should help you understand alot more.

"This problem can be solved and the limit can be raised by simply retarding the timing, so that although higher pressures are being generated, they are less than the level which would cause failure because they start later in the piston cycle (i.e. less of the increased pressure occurs in or around tdc when the piston is at its most vulnerable). The same problem can be dealt with by reducing the compression ratio, as is the case with turbos etc., which in some ways would be generally beneficial (e.g. you could run normally on lower octane fuel and put your engine under less stress), plus it brings the added advantage of raising the power potential of the nitrous system before problems are encountered. Another solution is to reduce the amount of Nitrous injected at low rpm and increase it as rpm rises, in the way it can be done when a MAXIMISER is fitted. Put all 3 solutions together and the potential power increases are astronomical! Why astronomical ? Well assuming peak combustion pressures are kept within safe limits by these 3 methods, the power output at the crank is only limited by how much inlet charge can be forced into the engine, and (forgotten by many) how much burnt charge can be forced out of the exhaust system"

http://www.noswizard.com/technical.php

http://www.murderpimp.com





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