Pressurised Crankcases - Checking an engine's breathing system could solve many operating problems.

An engine must breathe, and we often tend to associate good engine breathing with an efficient, clean air filter and an unobstructed air intake system.
Just as important, the engine's crankcase must also breathe is forgotten. We normally hear of engines which blow oil past the oil level dipstick but show no evidence of excessive fumes passing the crankcase breather.
A relatively small amount of pressure from the combustion spaces will inevitably pass the piston rings particularly during the running-in period; normally this very small amount of pressure will be gently ventilated through the crankcase breather system and the engine will function normally.
If the breathing system becomes blocked, the crankcase can become pressurised, if this occurs the pressure will reduce the efficiency of the oil control rings and problems with high oil consumption may be caused. Poor crankcase ventilation will also prevent the engine disposing of impurities such as water vapour and acids which are formed as a by-product of combustion; these will reduce the life expectancy of the engine oil, cause sludging and engine operating problems.
The build up of gases in a pressurised crankcase will attempt to ventilate wherever possible, usually past the dipstick.
A small amount of time spent ensuring that the crankcase breather filter is clean and that the system is free to operate properly will save a large amount of time investigating and curing the problems that a blocked breather may cause.

Suppressing Radio Interference

Car radio interference generally originates in the ignition or charging systems or other electrical accessories. Interference is either picked by the aerial or by the wiring. Interference is fairly easy to identify. The most common source of interference, a rapid crackling or ticking that intensifies with engine speed is from the ignition system. Two types of suppressors depending on the type of set (AM or FM) connected in different ways are used to eliminate interference. An alternator or dynamo produces a whining sound that increases in pitch as the engine speed increases. Never connect a capacitor to the alternator field terminal. To eliminate this interference a capacitor is fitted between the warning lamp and earth. Interference from electrical components such as horns, windscreen washer motors, fan heaters, indicators disappears when these components are switched off. A capacitor fitted between the feed terminal and earth eliminates all interference. Our Radio Interference Kit is ideal for suppressing interference and includes a capacitor and connector with full fitting instructions.

Cylinder Head Gasket Replacement Guide

1. Ensure both the head & block surfaces are clean and free from dirt, oil, coolant and old gasket material. Any debris on the surfaces could give rise to a leak path resulting in failure of new gasket. Avoid placing cleaned heads face down on workbench and or floor where fresh debris could be picked up.
2. Take utmost care not to damage, head and block surfaces while using a scraper to remove old gasket. This is especially important with aluminium surfaces.
3. Ensure both head & block surface distortion is less then 0.05mm and the surface finish is in line with the
engine manufacturer’s recommendations.
4. Ensure that all bolt-holes are clean from debris, coolant & oil. Avoid excessive use of lubricant especially in
blind bolt-holes, which could result in a hydraulic lock and therefore effect the clamp load generated or even
crack the block.
5. For diesel engines check the piston height above the block to ensure that the correct gasket thickness is
used.
6. Avoid any form of additional sealant on a cylinder head gasket. This could lead to gasket extrusion and
failure, plus it could be squeezed into oil feed holes causing a blockage and consequent engine failure.
However there are, rare & discrete areas where the engine manufacturer may advise the use of a sealant
such as front cover ‘T’ joints.
7. Ensure that the gasket is fitted the right way up and correctly located on the engine and, where relevant,
located on dowels prior to fitting the cylinder head.
8. Inspect all head bolts for damage, length and ensure they are clean. If the engine uses stretch bolts (Torque to Yield) then use new bolts.
9. Lightly oil the bolt threads and the bolt head undersides. Hand tighten all bolts ensuring correct bolt position
where different bolt lengths are present. Torque the head bolts in the sequence, as recommended by the
engine manufacture. Use an angle indicator where required to ensure accuracy.
10. Where a retorque is recommended run the engine for 20 minutes. (Engines with aluminium cylinder head should have cooled to room temperature prior to retorque).
Click HERE for a full range of gaskets.

Castrol Classic Quality Motor Oil For All Pre 1980 Cars Vans & Motorcycles

Established in 1899, originally as C.C.Wakefield, Castrol launched their first lubricant for cars in 1906 and have been at the leading edge of motor technology ever since. Choosing the right lubricant for your cars' engine gearbox and axle is essential for ensuring peak running and maximum wear protection. The technology of older vehicle engines is dramatically different from today's modern cars, so to assist the owners of older vehicles, Castrol has re introduced their older brand names in a range of 'Classic' lubricants to the correct formulations and importantly, to the precise viscosities as originally recommended by the vehicle manufacturers themselves. Click here for our range of Castrol Classic Oils

For today's owners, selecting the appropriate lubricant is simply now a matter of referring to the vehicle's original handbook and using the named Castrol brand listed therein. Until now, owners of older vehicles have been forced to choose from a confusing array of multigrade oils on garage forecourts and in recent years, from oils offered by lesser known companies, marketing multigrade formulations purporting to be suitable in instances where monograde lubricants of particular viscosity were originally stipulated by the vehicle manufacturer. Castrol's oil recommendation records date back to the late eighteen hundreds and detail all lubricant specifications for engine oils, gear oils and greases right through to today's modern day classics, so owners can simply refer to their vehicle handbooks.

The Importance of Using the Correct Viscosity Lubricant.

Using an oil of the viscosity recommended for a particular vehicle is important, as it is the oils' viscosity that determines its ability to flow. A quick flowing oil (one of low viscosity) deposits a thin film on the engine's internals, whereas a slow flowing oil (one of higher viscosity) deposits a thicker film. Furthermore, temperature will affect oil viscosity and thin the oil at higher temperatures and provide less protection than required. To compound matters even further, some oil viscosities are more affected by temperature than others and therefore using the correct viscosity oil is important: Too high a viscosity and excessive drag will cause the oil to heat up, additionally when starting an engine using an oil of too high a viscosity the lubricant will be unable to reach areas requiring lubrication quickly enough and rapid wear will result. Too low a viscosity and the oil will provide inadequate lubrication and protection at high temperatures, when under pressure - in fact at all times. The viscosity classification developed by the Society of Automotive Engineers of America (SAE) is universally adopted by both oil companies and motor manufacturers and recognises the following grades:

Monogrades
SAE 5w, 10w, 15w, 20w, SAE30,40,50 & SAE 60.

Multigrades
SAE 5w/20, 5w/50, l0w/30, l0w/40, 15w/40, I5w/50. 20w/50 & l0w/60.

(The "W" following the number denotes Winter and indicates these grades being suitable for use in cold climatic conditions).

The secret of a good oil is its formulation.
The blend of oil and the chemical additives which provide it with its particular character and safety margins.

Choosing the Correct Oil for Your Classic.

The formulations required for modern vehicles are very different from those needed for older vehicles. Oils for modern engines comply to the latest API ratings of SG and SH and are ideal for the design of a modern engine, i.e.: use of neoprene seals, high delivery pumps, narrow oil galleries, high revving with overall tighter machine tolerances. A classic car engine has the opposite characteristics with cork/graphite/ rope seals, low pressure cog driven oil pumps, wider oilways with greater dependence on 'splash and cling' lubrication, lower revving with lesser machine tolerances. Such a widely different specification demands a totally different lubricant. Castrol's Classic range of formulations for older vehicles have been specially blended for the work they have to do. Two oils of the same viscosity supplied by different oil companies can have radically different formulations, and thus have significantly different performance characteristics. The particular quality of the oil depends ultimately on its formulation - the special range and quantities (sometimes critical) of additives which are blended with the base oil. Therefore as a guide, remember that a low cost oil cannot be a quality oil as inevitably additives, blend and research may be reduced or omitted to achieve the price, and that a high API rating does not denote suitability for your classic.

For example inadequate detergent will result in gum and lacquer clinging to the hotter engine components - Too much detergent can cause a build up of metallic ash in the combustion chambers of older engines. In older engines with a traditionally high oil consumption, this will cause detonation and pinking. In older engines where the carbon has built up over a number of years the detergents can also have a scouring effect causing the carbon to flake off, blocking up oil galleries and spray jets. High levels of detergents will 'wash' traces of carbon from seals and gaskets, revealing leaks. Inadequate anti-oxidant and the oil will permanently thicken during high temperature motoring, with large amounts of gum and varnish clogging filters and piston rings. Inadequate anti-wear additive and the oil film between moving pans breaks down prematurely resulting in metal to met al contact and irreparable damage. Inadequate corrosion inhibitors and engine internals become pitted with corrosion and rust from acids and water formed during combustion. Inadequate dispersant results in soot, wear materials and the by products of combustion settling out in the sump to form a thick sludge, that will block filters and oilways Inadequate pour point depressant and the oil ceases to flow at low temperatures, with excessive strain on the oil pump or, in certain cases, oil starvation on start-up, causing complete failure of the lubrication system. Castrol's 'Classic' oils are formulated in the style of the original classic oils using the most appropriate additive technology to provide the best protection for your classic engine. Click here for our range of Castrol Classic Oils

Imperial Metric Conversion Tables

Conversion Tables

Fluid
Pints to Litres
1=0.57
2=1.1
3=1.7
4 =2.3
5=2.8
6 =3.4
7 =4.0
8 =4.5
9 =5.1
10=5.7

Litres to Pints
1=1.8
2=3.5
3=5.3
4=7.0
5=8.8
6 =10.6
7=12.3
8=14.1
9=15.8
10=17.6

Weights
1 lb (16oz) = 453 grams
2.2 lbs = 1000 grams (1kg)
2,200 lbs = 1000 kg (1 tonne)

Measurements
(0.5) 1/2" = 12.7mm
(0.56) 9/16" = 14.3mm
(0.625) 5/8" = 15.9mm
(0.70) 11/16" = 17.5mm
(0.75) 3/4" = 19.0mm
(0.80) 13/16" = 20.6mm
(0.9) 7/8" = 22.2mm
(0.95) 15/16" = 23.8mm
1" = 25.4mm
1 1/4" = 31.8mm
1 1/2" = 38.1mm
1 3/4" = 44.5
2 " = 50.8mm
2 1/4" = 57.2mm
2 1/2" = 63.5
2 3/4" = 69.8mm
7" = 178mm
8" = 203mm
9" = 229mm
10" = 254mm
11" = 279mm
1 mile = 1.61 km
1 km = 0.62 mile

Area
Surface Area = Pi r2
22 / 7 x Radius x Radius
(22/7 = 3.1429)

Pressure
25 psi = 1.72 bar
30 psi = 2.07 bar
35 psi = 2.41 bar
40 psi = 2.76 bar
145 psi = 10.0 bar

Temperature
-10oC = 14oF
0oC = 32oF
10oC = 50oF
50oC = 122oF
100oC = 212oF

The Meaning of Octane Numbers In Petrol

As in the case of spark plugs before the adoption of the term thermal value, there existed at one time no designation to distinguish between various types of engine fuel as to their suitability and, in particular, their knock tendencies in the various types of engine. This is important, though, because an inadequate anti-knock value of the fuel impedes any increase in engine output. In an engine having, for instance, a piston displacement of one litre = 61 cu. in. and yielding a maximum output of 30 HP at a compression ratio 1:6 at a specified engine speed, say 3500 rev/mm, this constitutes its specific output or output per litre. If such on engine is to yield a higher output without increasing its piston displacement, this is quite feasible, though obviously within certain limits, by increasing, for example, its compression ratio or its speed, or both. Increased compression, however, entails an increase in the compression temperature since pressure rise is tantamount to a rise in temperature. With a compression ratio of 1:6 corresponding to a compression pressure of about 135 lb/sq. in. for a cold engine and full charge, the compression temperature amounts to about 6600 F. But with a compression ratio of 1:8 corresponding to a compression pressure of 200 lb/sq. in., the compression temperature rises to 7800 F.

When a spark then flashes over on the plug igniting the compressed fuel-air mixture, a further increase in pressure and temperature occurs owing to the expanding gas. Temperature may even rise to such an extent that the fuel-air mixture is also self-ignited at other points in the combustion chamber and not only by the ignition spark of the plug. This causes further increases in pressure and temperature resulting in instantaneous combustion taking place, almost like an explosion instead of, starting at the spark gap of the plug expanding gradually, and acting with full pressure on the piston at the precise moment when it has reached its upper dead centre position and ready for the power stroke. Compression in an engine can, therefore, be increased only if a fuel is used that stands up to such pressure rise without self-ignition.

Attempts at measuring the anti-knock value of fuels with the instruments available in laboratories, or to predict it on the strength of chemical analyses have invariably failed. Special fuel testing engines have therefore been developed the best known of which is the American CFR-engine (Cooperative Fuel Research). In Germany, a testing engine developed by the I. G. and constructed by Daimler-Benz at Mannheim has also been in use and it yielded values identical to those of the CFR-engine.
Such testing engines are fitted with a device enabling variations in compression within wide limits during operation. They are, in addition, fitted with several carburettors which can be adjusted with the accuracy of a micrometer, for comparing the various types of fuel. The fuel to be tested is compared with a mixture of known composition consisting of the two standard fuels octane and heptane. Octane has a high anti-knock value; heptane is a badly knocking fuel. The octane number of a petrol is determined by its octane content in per cent by volume of an octane-heptane mixture having the same anti-knocking quality. If the octane number of a fuel is, for instance, 74, it signifies that, under specified test conditions, it will knock precisely as much as a mixture consisting of 74 per cent by volume octane and 26 per cent by volume heptane.

A distinction must be made between two octane numbers:
The octane number of the engine (engine knock rating) and the octane number of the fuel (fuel knock rating).

Giving for instance, an octane number of 74 for an engine signifies that it tends to knock with any fuel having an octane number below 74, the more so the lower the octane number of the fuel. Such an engine will run without knocking on any fuel having an octane number above 74.

The octane number of an engine is determined mainly by the following factors:

1. The compression ratio,
2. The design of the combustion chamber and its cooling arrangement,
3. The degree of advanced ignition (i.e. the course of its timing curve),
4. The carburettor adjustment,
5. The position and number of ignition points.

The octane number of a fuel depends on:
1. The basic fuel itself;
benzol, alcohol isooctane, for instance, have higher octane numbers than petrol, paraffin-oil, tractor fuel and fuel oil;
2. The addition of chemical anti-knock agents, such as lead tetraethyl or mono-methyl aniline which are added to the petrol.

It is impossible to predict even with the most intimate knowledge of an engine design, the octane number required of a fuel to suit that engine. Only actual testing in that particular engine can determine the octane number.
For older cars that require leaded fuel and a higher octane rating we recommend Classic Vehicle Lead Substitute

Great Britain Registration Plates Letter & Years By Suffix & Prefix

Suffix - Letter - Perfix
Feb 63 to Dec 63 -A- Aug 83 to Jul 84
Jan 64 to Dec 64 -B- Aug 84 to Jul 85
Jan 65 to Dec 65 -C- Aug 85 to Jul 86
Jan 66 to Dec 66 -D- Aug 86 to Jul 87
Jan 67 to Dec 67 -E- Aug 87 to Jul 88
Aug 67 to Jul 68 -F- Aug 88 to Jul 89
Aug 68 to Jul 69 -G- Aug 89 to Jul 90
Aug 69 to Jul 70 -H- Aug 90 to Jul 91
Aug 70 to Jul 71 -J- Aug 91 to Jul 92
Aug 71 to Jul 72 -K- Aug 92 to Jul 93
Aug 72 to Jul 73 -L- Aug 93 to Jul 94
Aug 73 to Jul 74 -M- Aug 94 to Jul 95
Aug 74 to Jul 75 -N- Aug 95 to Jul 96
Aug 75 to Jul 76 -P- Aug 96 to Jul 97
Aug 76 to Jul 77 -R- Aug 97 to Jul 98
Aug 77 to Jul 78 -S- Aug 98 to Feb 99
Aug 78 to Jul 79 -T- Mar 99 to Aug 99
Aug 79 to Jul 80 -V- Sep 99 to Feb 00
Aug 80 to Jul 81 -W- Mar 00 to Aug 00
Aug 81 to Jul 82 -X- Sep 00 to Feb 01
Aug 82 to Jul 83 -Y- Mar 01 to Aug 01

Seat Belts Information Installation & Legislation

GENERAL
Seat belts are designed to be fitted to (Pre-designated) Anchorage Points, fabricated by the vehicle manufacturer, to help position the webbing correctly and absorb loads in an accident. They are generally fitted using 7/16" UNF Set screws.
Most cars have anchorage points although they may be hidden behind trim. Where Anchorage Points are not available a level or restraint may be provided by fabricating suitable points.
Refer to the vehicle owner's manual/dealer or an automotive engineer/mechanic when fitting or replacing Seat belts.
Most garages offer a Fitting Service or can refer you to someone who does. Further information can also be obtained from outlets that specialise in a particular make of vehicle. Click HERE for a full range of seat belts

NOTES REGARDING WEARING AND SEAT BELT LEGISLATION
Webbing should pass across bone structure i.e. the lap or centre of the shoulder.
The Buckle should lie just on or below the hip (except for Harnesses).
There should be no slack in the webbing when the Seat Belt is worn.
The buckle release should be obvious and within defined loads.
We do not recommend or manufacture a product that interferes with these requirements (i.e. to help prevent children releasing buckles)

WEBBING
Generally black and woven from thousands of strands of polyester.
Made to a high specification and designed to elongate by 10% to 15% in an accident to absorb energy.
Other colours in the standard range: 'Securon' Red, Blue, Grey and Beige.
Colours may fade and change so to achieve matching webbing buy all the Seat Belts at the same time.

Webbing must be in good condition - Fluffing, fraying or broken strands weaken webbing - just like any piece of cloth.
Webbing is generally about 50mm wide, wider webbing (i.e. 75mm) is used on some 'special' applications and Race/Rally Harnesses.

Glossary of Terms
AUTO
Means the Seat Belt has a Retractor.

STATIC
Means the Seat Belt does not have a Retractor.

RETRACTOR
Also known as Roll-up device, Retracting, Inertia Reel, Automatic Reel & Automatic Seat Belt.
Designed to stow webbing not in use and lock in a predetermined situation.
Types frequently used are:

1. 'Pendulum' based - Known as vehicle sensitive i.e. lock when the 'pendulum' moves because of sudden vehicle movement.
Technically known as Emergency Locking Retractor (ELR).

2. Webbing acceleration based - Known as snatch sensitive i.e. lock when webbing is snatched.
Technically known as Emergency Locking Retractor (ELR).

3. A combination of 1 & 2 - Known as Dual Sensitive ELR.

4. Automatic Locking - i.e. lock when webbing is extracted and fastened, unlock when webbing is fully retracted.
Technically known as Automatic Locking Retractor (ALR).

We have available in our range:-
a) A dual sensitive ELR for vertical installation.
b) A dual sensitive ELR for horizontal installation.
c) A dual sensitive ELR with an angle adjustable 'pendulum' for installation at any angle.
d) An ALR for installation at any angle.

ADJUSTER
Used to remove slack from the Seat Belt. It can be separate (in the webbing), part of the end bracket or part of another component i.e. the tongue.

TONGUE (Male) connector
The part that is pushed into the Buckle when connecting the Seat Belt and is ejected when the quick release is used.

BUCKLE (Female) connector
The part into which the tongue is pushed when connecting the Seat Belt.
Generally located just on or below the hip on Seat Belts or on the lap of Harnesses.
The Buckle is connected to the vehicle by means of:

A Stalk/Cable with an anchorage hole.
A Metal strap with an anchorage hole.
Webbing with an end bracket.

We have available the following quick release Buckles:-
1. Twin Release Buckle (unique to Securon). Designed to be released from the top or side
- quicker to release & easier to install.
2. Twin Release Buckle with Micro Switch (IP67 Rated).
3. Single Release Buckle. Ideal for Lap Belts and Harnesses.
4. Turn Lever Buckle. A 5 way turn lever Buckle which complies with the latest FIA requirements.

STALK/CABLE
Often used to connect the buckle to the Anchorage Point and to help position the Buckle just on or below the hip.

END BRACKET
Used to secure the Seat Belt to the (PreDesignated) Anchorage Point on the vehicle generally by means of a 7/16" UNF Set Screw.
May include an adjuster to alter the length of the webbing. Either rotates in the direction of the load (with the use of a shouldered spacer) or is fixed in the direction of the load. A Snap Hook for quick release, from an eye bolt, is used in some applications.

ANCHORAGE HOLES
Used to secure the Seat Belt to the (PreDesignated) Anchorage Points on the vehicle generally by means of 7/16" UNF Set Screws. Found in End Brackets or other components i.e. the Retractor, Pillar Loop, Buckle etc.

ANCHORAGE FITTINGS
Fittings i.e. set screws, nuts, washers, brackets etc. used to connect the Seat Belt via its Anchorage Holes to the (PreDesignated) Anchorage Points.

ANCHORAGE POINTS
(PreDesignated) Anchorage Points are the points on the vehicle to which the Seat Belt is attached.
They are fabricated by the vehicle manufacturer to help absorb the loads in an accident and position the Seat Belt correctly.
The strength and position of (PreDesignated) Anchorage Points is independently approved.

PILLAR LOOP/WEBBING GUIDE
A metal guide that helps the webbing flow in the correct position. Generally only included on a Seat Belt with a Retractor.
LAP
The section of webbing that passes across the wearer's lap (bone structure at the top of the legs).

DIAGONAL/SASH
The section of webbing that passes across the centre of the wearer's shoulder and chest (bone structure).

DIMENSIONS
Are approximate and are measured from the centre of anchorage holes to mouths of buckles.

APPROVALS
Seat Belts and the anchorage points to which they are fitted should be approved. A Seat Belt should be clearly marked to indicate that it is Approved to an Internationally recognised Standard i.e. 'E' (Economic Commission for Europe) or 'BSI' (British Standards Institute).

PRETENSIONERS
A device attached to or incorporated in some Seat Belt systems at the Retractor or Buckle. Intended to help reduce any webbing slack in the event of an accident. They are NOT a requirement of the Seat Belt Standards and many systems do not use them.

ELECTRICAL CONNECTIONS
Attached to some Seat Belt systems at the Retractor or Buckle. Intended to help provide a warning and or help control a Pretensioner. They are NOT part of the Seat Belt Standards and many systems do not use them.

Why do Classic cars need classic oils?

The motor oils that have been produced over the years been updated to meet the demands of the newer technology engines leaving the Classic cars of the 60s, 70s and 80s without the motor oil for which they were designed.
Modern Oils (fully & semi synthetic oils), especially lower viscosity grade oils are often too thin for engines in older cars.
Oil additives in modern oils tend to dry up old gasket materials like leather, cork & felt - Resulting in Oil Leakage.
Whilst modern engine oils do offer benefits in cold weather conditions, most classic & vintage cars are driven during spring/summer.
Detergent Additives in modern oils can clean up old engines which can lead to lack of compression and other engine issues.
Click here for our full range of Classic Oils

Common Timing Belt Problems

Prevent timing belt failure by inspecting the complete timing belt drive every time you can.
Before the belt fails, it often already gives an indication that there is a problem.

Noisy drive - Tension too high or too low - Defective bearings - Pulley, tensioner or idler misalignment
Shining belt :-
At the back - Idler or tensioner misalignment.
At the tooth top - Tension too high - tooth flank - Mis-meshing - Tension too low or too high.
At the belt edge - Misalignment
Cracks:-
At the back - Temperature /cooling problem.
At the tooth root - Pulley polluted or misaligned - Incorrect tension
Dirty belt - Defective cover: oil, water or dust intrusion
Wobbling belt - Misalignment - Defective bearings
Click HERE for our full range of classic timing belts

The 20 Year History Of Nitrous Oxide "Chemical Horsepower"

The use of nitrous oxide (N2O) as a performance enhancement has been traced back to World War II, where it was employed to give Allied aircraft "emergency" boosts in both airspeed and altitude capabilities. However, with the advent of jet propulsion at the end of WWII, the government's interest in piston-powered aircraft waned, and for the most part, nitrous R&D was shelved.
There were sporadic attempts at using nitrous oxide in race cars over the next few decades, but since for the most part it was a clandestine, closely-guarded secret, and not too many people were aware of its existence.

Finally, in the 1970s, nitrous "came out of the closet". It was the hot topic of conversation. Especially since a number of entrepreneurs brought systems to market that were highly erratic, at best. It was at this point in time when a couple of successful automotive technicians and racers, Mike Thermos and Dale Vaznaian, saw there was a potential for nitrous -done right.

In 1978 Mike and Dale formed Nitrous Oxide Systems, Inc., and the rest is history. They didn't invent nitrous oxide -they simply perfected its use and elevated it to a position of prominence in the automotive performance community.

The company's early years were largely spent demonstrating that nitrous oxide was an efficient, safe and reliable form of performance enhancement. NOS has always been known for thoroughly engineering each application (unlike our competition), using only the best quality materials, and producing kits that were easy to install and built for long service. And with enthusiast publications like Hot Rod, Car Craft and Popular Hot Rodding, among many, informing their readerships with in-depth tech features on NOS systems for various applications, the word began to spread.

Perhaps the greatest boost to the popularity of nitrous oxide was the advent of drag racing's Pro Mod class. Early pioneers like Charles Carpenter, Bill Kuhlmann and Robby Vandergriff captured the imagination of race fans with their impressive performances with stock-bodied cars. And NOS was there for every performance milestone -the first 200 mph run by a "doorslammer," the first 6-second run, etc. In fact, every single key performance milestone with nitrous has been set by racers using NOS systems.

Today, with over twenty years experience building nitrous systems for racing and street applications, NOS remains THE dominant force in the industry. A great deal of the company's success can be attributed to its ongoing pursuit of perfection and extensive R&D efforts. Another key factor is the relationships that NOS has forged with leading racers and professional engine builders. Their input has served to keep the company on the leading edge of technology.

As we enter the next millennium, NOS as part of the Holley family, stands ready to serve its customers with the industry's most complete selection of nitrous oxide systems and a technical support team that's often rated as the best in the business.Click HERE For Our Nitro Products

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