Here are some other considerations that should be taken into account when adding nitrous to a motor - the AFR should be lowered into the upper 11:1 range from the typical upper 12:1 range for normally aspirated applications - I haven't run my wide band on my F to see what they're tuned to from the factory, but will at some point - ignition timing should be retarded approx 4 deg per 100 hp, colder plugs should be used above 100 hp, and the system should not be allowed to engage below 2500 rpm due to excessive cylinder pressure at lower rpms - since most nitrous systems employ a constant mass flow rate. Also, higher than pump gas octane fuel is required above 100 hp, and the system should disengage a few hundred rpm before the rev limiter activates. The F also has a high static compression ratio, near 12:1 - I'm not sure what the dynamic compression ratio is - which is determined by the cam profile - but that may necessetate stronger head gaskets & bottom end components to keep it all together. Also, the limitations of the fuel system and drive train need to be taken into consideration, especially if slicks are used at the drag strip, which will load the drive train more heavily under the transient of launching the car.
and would are motors handle it ok
