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Wagner Lucena's 1974 modified-Maverick crushed into a power post on Avenida Politécnica, Rio Pequeno on Saturday afternoon - 3 February 2013.
Gearheads’ world has lost one of their biggest enthusiast: Wagner Lucena da Silva Leite AKA Waguinho Boró, was the victim of a terrible accident at
around 17:00 on Saturday, 3 February 2013.
Wagner lost control of his car and smashed it right against a power post on
Avenida Politécnica, 3545 going towards Marginal Rio Pinheiros, in front of Paiol, just three blocks away from his work-shop Funilart, on the corner of Rua Adolfino de Arruda Castanho.
Wagner’s 1974 Maverick, had been upgraded with a modified engine, with nitrous oxided cilinders (cilindros de óxido nitroso) and a
diferential self-block (diferencial auto-blocante). Read more about nitrous oxide further down.
Some say Wagner died instantly, others say he was taken to Hospital
Universitário but died on arrival. Some say he was riding his Maverick at 190 kph when it 'buckled'.
Wagner had his Funilart paintshop and workshop on Avenida Politecnica for about 10 years and
was well-respected by his peers.
The post where Waguinho crashed his Maverick had already been replaced by Monday...
mourners left flowers on the spot Wagner lost his life.
a poster pasted on the post invites people to attend a 7th day Mass on Saturday, 9 February 2013 - 18:00 at Igreja de São Lucas Evangelista, Praça João Manoel Gaby Fontan, 4, Jardim Previdência.
Wagner Lucena.
Nitrous oxide (óxido nitroso), commonly known as laughing gas, is a chemical compound with the formula N2O. It is an oxide of nitrogen.
It is also used as an oxider in rocketry an in motor racing to increase the power output of engines. At elevated temperature, nitrous oxide is a powerful oxider similar to molecular oxygen.
In vehicle racing, nitrous oxide (often referred to as just 'nitrous') allows the engine to burn more fuel by providing more oxygen than air alone, resulting in a more powerful combustion. The gas itself is not flammable at a low pressure/temperature, but it delivers more oxygen than atmospheric air by breaking down at elevated temperatures. Therefore, it is often mixed with another fuel that is easier to deflagrate.
Nitrous oxide and the internal combustion engine
In vehicle racing, nitrous oxide (often referred to as just 'nitrous') allows the engine to burn more fuel by providing more oxygen than air alone, resulting in a more powerful combustion. The gas itself is not flammable at a low pressure/temperature, but it delivers more oxygen than atmospheric air by breaking down at elevated temperatures. Therefore, it is often mixed with another fuel that is easier to deflagrate.
Nitrous oxide is stored as a compressed liquid; the evaporation and expansion of liquid nitrous oxide in the intake manifold causes a large drop in intake charge temperature, resulting in a denser charge, further allowing more air/fuel mixture to enter the cylinder. Nitrous oxied is sometimes injected into the intake manifold, whereas other systems directly inject right before the cylinder to increase power.
The technique was used during WWII by Lutftwaff aircraf with the G-M1 system to boost the power output of aircraft engines.
One of the major problems of using nitrous oxide in a reciprocating engine is that it can produce enough power to damage or destroy the engine. Very large power increases are possible, and if the mechanical structure of the engine is not properly reinforced, the engine may be severely damaged or destroyed during this kind of operation.
It is very important with nitrous oxide augmentation of internal combustion engines to maintain proper operating temperature and fuel levels to prevent 'pre-ignition', or 'detonation' (sometimes referred to as 'knock'.
Most problems that are associated with nitrous oxide augmentation do not come from mechanical failure due to the power increases. Since nitrous allows a much denser charge into the cylinder, it dramatically increases cylinder pressures. The increased pressure and temperature can cause problems such as melting the piston or valves. It may also crack or warp the piston or head and cause pre-ignition due to uneven heating.
Automotive-grade liquid nitrous oxide differs slightly from medical-grade nitrous oxide. A small amout of sulfur dioxide (SO2) is added to prevent substance abuse.
The technique was used during WWII by Lutftwaff aircraf with the G-M1 system to boost the power output of aircraft engines.
One of the major problems of using nitrous oxide in a reciprocating engine is that it can produce enough power to damage or destroy the engine. Very large power increases are possible, and if the mechanical structure of the engine is not properly reinforced, the engine may be severely damaged or destroyed during this kind of operation.
It is very important with nitrous oxide augmentation of internal combustion engines to maintain proper operating temperature and fuel levels to prevent 'pre-ignition', or 'detonation' (sometimes referred to as 'knock'.
Most problems that are associated with nitrous oxide augmentation do not come from mechanical failure due to the power increases. Since nitrous allows a much denser charge into the cylinder, it dramatically increases cylinder pressures. The increased pressure and temperature can cause problems such as melting the piston or valves. It may also crack or warp the piston or head and cause pre-ignition due to uneven heating.
Automotive-grade liquid nitrous oxide differs slightly from medical-grade nitrous oxide. A small amout of sulfur dioxide (SO2) is added to prevent substance abuse.
