When compared to a diesel engine, the main benefit of liquid propane injection is reduced smoke emissions at a given power output. The liquid propane injection engine, on the other hand, provides much more power for a given smoke restriction, roughly 20% more at full load.
What is the impact of propane on diesel engines?
According to Hank Hill of the television show King of the Hill, “Propane is the fuel of the gods.” Well, we have to agree with Hank’s enthusiasm for the wonder-gas, especially when it comes to diesels, because propane has a lot of advantages when mixed with diesel. The majority of diesel engines do not complete combustion of the fuel they are fed. Propane works as a catalyst, increasing the combustion rate of diesel fuel to over 100%. Of course, with the engine now burning nearly all of its gasoline, horsepower and torque have increased dramatically. The engine now uses its gasoline more efficiently, which improves fuel economy. Propane also burns cool and clean, resulting in a cooler-running, cleaner-burning engine that lasts longer.
Is it better to use nitrous or propane for diesel?
Finally, which one is best for you is determined by the vehicle’s intended use. Nothing beats nitrous for dragstrips, sled pulls, and other high-performance activities. Propane may be quite handy for hauling and adding a little extra power. A water/methanol injection can benefit vehicles that need a little additional help intercooling. Propane and water/methanol injection are generally inexpensive to utilize, whereas nitrous can cost anywhere from 50 cents to $1 per second. Propane and water/methanol run continuously in your truck and can last for weeks or months without needing to be refilled. Nitrous, on the other hand, is only used for a short time and depletes quickly. Consider the purpose of your vehicle and select the injectable that is best for you.
Can propane be injected into a diesel engine?
Propane injection systems for turbo-diesels have been around for a while. The manufacturers and sellers of such systems believe that diesel engines only burn roughly 75% of the fuel fed into the cylinders, with propane acting as a combustion catalyst to burn the remaining 25%. This is a debatable notion, particularly when it comes to newer, more current diesels. Direct injection and common rail fuel injection significantly enhance turbo-diesel combustion efficiency while lowering pollution. Modern diesels would have substantial hydrocarbon and particle emissions if 25% of the fuel was not burned in the exhaust. In reality, they don’t have either. The same cannot be said for older indirect injection (IDI) diesels, which are less efficient than “modern setups,” but even IDI diesels are unlikely to waste 25% of the fuel injected (see “Diesel Evolution elsewhere on this site).
Propane system manufacturers also claim that using propane injection full-time will improve fuel economy by 2-3 miles per gallon. They make no distinction between RVs and pickups, so we must believe that the gain is for an unloaded pickup because they undoubtedly want to depict as positive a statistic as possible. While this statement may be true, it is also deceptive. What matters most is the overall fuel cost per mile, which includes both diesel and propane expenditures. In most propane systems, one gallon of propane is used for every four gallons of diesel fuel. When the expense of propane is factored in, getting the lesser miles per gallon on plain diesel without propane is often cheaper.
Of course, propane systems aren’t just for saving money on gas. The majority of propane systems are sold to increase the vehicle’s power. There isn’t a point of contention here. Propane will provide additional power to aid in negotiating lengthy grades, reducing passing time, and so on. The amount of power added varies on the system design and the size of the turbo-diesel it is used on, but boosts of 50 to 100 horsepower are usual. To obtain the full power potential of a propane injection system, proponents also recommend adding a high-flow performance exhaust system to the car.
We believe there is a better and safer way to combine power and economics at Banks. A propane system, propane tank, refill kit, and performance exhaust system can easily cost $1800 to $2500, and the high-flow exhaust system may be the source of much of the power and economy increase. Adding a power system that improves total engine airflow and efficiency is a superior option. For most turbo-diesel pickups and RVs, Banks offers a variety of power systems, ranging from the affordable Git-Kit to the top-of-the-line PowerPack. The beauty of this strategy is that it increases power as much as or more than adding propane, improves fuel mileage (and lowers overall fuel costs), eliminates the need to buy or replace a propane tank, and eliminates the risk of carrying volatile propane. A Banks system also reduces exhaust gas temperature, extending engine life. A Banks system is less expensive, more efficient, safer, and more convenient in the long run.
Propane injection can be used to further boost power on a diesel that has already been extensively changed, especially if it has been tuned to the point of overfueling, for maximum power rigs such as those used in pickup pull or truck pull contests, or even diesel light truck drag racing. Under the same conditions, we feel that fitting nitrous oxide injection can provide comparable or better power improvements for less money and effort (see “Nitrous Oxide & the Diesel elsewhere on this site).
Is propane a good source of power?
In simple terms, a high compression ratio increases the horsepower output of your engine. It’s also responsible for the vehicle’s excellent fuel economy. According to Onyx Environmental Solutions, which promotes propane engines, engines with up to 400 horsepower are comparable to gasoline engines.
Is it possible to convert a diesel engine to operate on LPG?
Diesel engines can easily be converted to run on LPGdiesel dual fuel mode, in which LPG is blended into the air intake while the standard diesel fuel injection system continues to supply a small amount of diesel fuel at a lower rate,.
Is propane a more powerful fuel than gasoline?
For decades, propane vehicles have been widely used and refined, and their power, acceleration, and cruising speed are comparable to those of conventionally fueled vehicles.
Dedicated and bi-fuel propane cars are the two categories of propane vehicles. Only propane can be used in dedicated propane cars. Bi-fuel vehicles are equipped with two different fueling systems that allow them to run on either propane or gasoline. This gives bi-fuel vehicles the option of using either fuel, giving them a longer range than dedicated propane or gasoline vehicles. Additional storage tanks can extend range, however tank size and weight have an impact on payload capacity.
The fuel efficiency of propane automobiles is slightly lower since a gallon of propane has 27 percent less energy than a gallon of gasoline. Propane, on the other hand, has a higher octane rating than gasoline (104112 vs. 8792), and some OEMs produce specialist engines that take advantage of this higher rating. When compared to non-optimized engines, this can result in greater performance and fuel economy.
One reason for propane’s popularity in light- and medium-duty vehicles, such as trucks and taxis, as well as heavy-duty vehicles, such as school buses, is the possibility for decreased maintenance expenses. Propane’s low carbon and low oil pollution properties may help engines last longer. Because the fuel mixture (propane and air) is totally gaseous when it enters the injection system and engine, propane works well in cold weather regions. Because of this, propane-powered vehicles can avoid many of the cold-start concerns that come with diesel vehicles.
Is it possible to get a diesel?
There are a lot of terrible stories about what nitrous oxide injection can do to the insides of your engine, thus there are a lot of myths about it. The simple truth is that nitrous oxide is a combustion enhancer that has nothing to do with “nitro,” the volatile fuel utilized in high drag racing. When the right amount of nitrous oxide is injected to the combustion process with the right amount of fuel, the horsepower output skyrockets. The optimum base for nitrous injection is a diesel engine. Because most diesel engines run on a rich fuel combination (as evidenced by the trademark black smoke they might release from the tailpipe), nitrous oxide aids in the combustion chamber’s burning of the surplus diesel fuel, allowing for more horsepower to be extracted. Unlike other horsepower enhancers such as propane, nitrous oxide actually cools the engine’s exhaust-gas temperatures, which is the major factor limiting the power output of diesels.
On a diesel engine, how does water/methanol injection work?
Snow Performance deserves full credit for this knowledge. We are delighted to carry the Snow Performance product line because of this level of intricacy and attention to detail!
- Lowered EGTs – Using a 50/50 water/methanol solution, EGTs can be reduced by up to 250 degrees F. In today’s performance diesel environment, increased EGTs are an engine killer.
- Power at a reasonable cost – Where else can you get 50-100 HP for $549? What other modification combines all of these features into a single package?
- Increased air charge densities ranging from 3-5 psi boost are normal with liquid intercooling.
- Increased combustion efficiency equals fewer particulate matter and NOX emissions, resulting in lower emissions.
- Increase your fuel economy by ten percent to fifteen percent (1-3 mpg).
- Towing is a breeze with more power and cooler EGTs to haul the largest loads.
In contrast to gasoline engines, the power of a turbo diesel is mostly determined by the fuel used. The trouble with constantly adding fuel is that you end up with an over-fueling situation and the exhaust gas temps rise to dangerous levels (over 1300 degrees F). A 50/50 water/methanol mixture reduces EGTs by about 200-300 degrees F while increasing power by 50-100 horsepower.
The following methods are used to boost power:
- Air charge cooling – When the air charge temperature exceeds 200 degrees F, water/methanol is used to cool it down. Low air temperatures result in a denser air charge, which supplies more oxygen molecules for combustion.
- Methanol works as a combustion catalyst as well as a cooling agent throughout the combustion process. Through the “steam” effect, water evaporation inside the combustion chamber enhances torque and power production.
Where else can you have this level of performance with lower EGTs, lower emissions, and better fuel economy?
For years, high-performance truck/tractor pullers have used water-methanol injection for diesel engines. Water/methanol is a standard way of cooling the intake charge and lowering exhaust gas temperatures at the high boost levels required for maximal power. Truckers have also utilized water injection to enhance fuel mileage for years.
To realize the benefits of water-methanol injection in diesel applications, no further adjustment is required.
- The combustion chamber now receives a cooler, denser air charge, allowing for more diesel fuel to be burned than before.
- The methanol in the injection fluid is used as a source of energy. This has a direct impact on power generation.
- In the combustion chamber, water vaporizes, forming rapidly expanding steam that pushes down on the piston, increasing torque.
- The amount of extra power generated is highly dependent on the methanol concentration and volume injected. With a 50/50 blend of water/methanol, typical power improvements in 5.9L and bigger applications are 50-100 WHP and a 100-150ft lb-ft boost in torque.
Yes. That is exactly what the MPG-MAXTM systems are built to do. Under regular driving conditions, such as accelerating away from a stop light or driving up a slight grade, both the diesel and gasoline MPG-MAXTM systems are particularly designed to inject a very small and accurate amount of water/methanol.
Methanol directly benefits diesel MPG-MAX systems since it combusts like a fuel, lowering brake specific fuel consumption (BSFC). Fuel economy improvements of 10-15% or 1-3 MPG are typical. Diesel engines have shown increases of up to 30% in some circumstances and in independent testing.
- Snow Performance’s 49 percent methanol, 51 percent water Boost Juice is the best fluid to use and may be mailed to your door or picked up at a local dealer. (Boost Juice is a terrific washer fluid that acts as a de-icer if you’re utilizing your washer reservoir as an injection tank!)
- Only use windshield washer fluid that is blue in color and approved for -20 degrees Fahrenheit. This indicates that it is safe to use and is composed of around 30% methanol and 70% water. Do not use it if it is a different color or temperature rating. It should be devoid of any other additives or features. You are able to “Add 3 ea. 12oz yellow bottles of Heet gas-line-antifreeze to every gallon of Blue -20 washer fluid to achieve a 50 percent combination.
- Make your own: All you have to do is make sure the methanol is pure “There are no lubricants or other additives in this product. A 50/50 ratio is recommended.
- Ethanol: While not as good as methanol, it can be used as a backup if methanol is unavailable. It can also be combined up to 50 percent with water. Do not use E85 or any other gasoline-based fluid. Your Boost Cooler’s fluid delivery system will be destroyed, voiding the warranty immediately.
- Isopropyl/Denatured Alcohols: These can be utilized, however they don’t have the same properties as methanol. When compared to methanol, they have a lower BTU, or energy content, as well as a lower latent heat of vaporization (a fancy way of describing how much heat they absorb) and a lower octane rating.
Methanol is a very clean fuel with a good price-to-benefit ratio. Because of its high latent heat of vaporization, it is a good air charge cooler, resulting in a denser mixture and higher horsepower. It is a superior fuel than ethanol because of these properties, yet ethanol will suffice in a pinch. Isopropanol has a different flammability profile and should not be utilized. Methanol is extremely hazardous and should only be handled in well-ventilated environments with rubber gloves. Skin contact should be avoided at all costs.
Methanol is a great fuel to use as a supplement. It produces safe power without spiking cylinder pressures because it has a cetane number of 4CN.
“When plain methanol is burned alone, it has a cetane number of 4CN and produces less PM (smoke) and NOx.” “Combustion and Emissions Characteristics of Minimally Processed Methanol in a Diesel Engine,” SAE Technical Paper #940326.
Snow Performance’s Boost JuiceTM is a 51/49 water/methanol mixture. If this is the only method utilized, Snow Performance can provide a lifetime warranty if the free registration card is returned promptly after purchase.
Methanol is commonly seen where racing fuels are sold. In addition, most gas line dryers, such as the “Heet,” use only methanol. Methanol can be purchased for a very low price from industrial chemical suppliers. VP Racing Fuels sells methanol on the internet.
Blue windshield washer fluid designated for -20 degrees F is also appropriate for usage and is available at most service stations. Despite the presence of glycol and other copolymers in some fluids rated below -20 degrees F, most windshield washer fluids contain up to 40% methanol. Look for one that says “contains methanol” on the label, is good to -20F, has no additives or special ingredients, and is blue in color.
Methanol is also used as a primary fuel by many sprint car drivers, circle track racers, and drag racers. They frequently have methanol on hand and would even sell methanol that has been sitting unopened for a long time for a very low price. Just make sure there are no additives or lubricants in the methanol (such as top lube), as they aren’t necessary and can harm the pump.
Although all Snow Performance components are designed to handle pure methanol, it is not recommended for a variety of reasons.
Pure methanol has a low flash point of 140 degrees Fahrenheit and burns with an invisible flame.
Water absorbs more heat than methanol at the intake and inside the combustion chamber, therefore it performs better. Water, on the other hand, cannot be flash-ignited, hence it is more likely to produce combustion quench on a volume-for-volume basis. SAE tests on the effect of methanol as a diesel fuel reveal a cetane of 4CN (increased ignition delay) and increased area under the torque curve during the power stroke (as the piston descends after TDC), resulting in safe power (not from greatly increased cylinder pressure).
Diesel engines utilize more fluid than gasoline engines and are frequently in higher load states.
The factory washer fluid tank on a pickup vehicle (typically 1-1.5 gallons) will last a tank of gas on a Stage 1 or 2 system. This is for normal mixed driving with no towing and a little bit of forceful acceleration.
A 7 gallon reservoir on a Stage 3 towing system normally lasts 1-2 diesel fuel tanks. The 7 gallon reservoir will provide roughly 1000 miles of range when empty. The 7 gallon normally lasts roughly 500 miles while towing.
For every 75 miles of towing, a conventional Stage 3 system will require around 1 gallon of liquid. Many Stage 3 users replace their factory washer tank with a bespoke large capacity tank using the specific universal fitting provided in Stage 3 Snow Performance diesel kits. Any reservoir situated in the back of the vehicle should have a solenoid upgrade installed.
The pump must be within 24 (hose length) of the reservoir and must be as low as or lower than the reservoir’s base. It’s a “pusher” rather than a “puller” pump.
Engine bay: The reservoir and pump can be positioned virtually anywhere in the engine bay, as long as they are not too close to the exhaust heat or in the path of road debris. Just make sure the pump is at or below the reservoir’s level, and that the reservoir isn’t higher than the nozzle. To avoid gravity-feed, a solenoid upgrade (part number 40060) is required if the reservoir must be higher than the nozzle.
Mounting the pump in a trunk or a bed is good, but it must be close to the reservoir and gravity fed. Tubing lengths of 20-25 feet to the nozzle are acceptable. For rear-reservoir attachment, we always recommend a #40060 solenoid. The #40016 7 gallon reservoir comes with a solenoid.
Use the washer-fluid tank from the factory. The OEM washer fluid tank can be used as a reservoir thanks to a bulkhead fitting. A washer fluid made of 50/50 water and methanol works well. This is a common tactic used in stage one and two kits.
Reservoir in the bed. The reservoir and pump can be installed in the vehicle’s back. Extra tubing, a solenoid upgrade, and mounting brackets for bed attachment are included with the 7 gallon reservoir upgrade. With any reservoir/vehicle, we always recommend a #40060 solenoid for rear attachment.
The nozzles should be placed around the intake manifold’s inlet or nearly anyplace on the pipe running from the intercooler to the intake manifold. The nozzles can be put anywhere along the tube as long as they are oriented in the same direction as the airflow. The nozzles can be arranged in a row or next to one another. Regardless of the nozzle positions relative to each other, there is enough heat, velocity, and flow in the pipe under boost to absorb the water/methanol.
Snow Performance nozzles are pre-drilled in some intakes. Even distribution and cooling will ensue if all of the airflow into the engine passes through all of the nozzles in the system.
It’s not a good idea to put it before the intercooler or turbo(s). The cooling isn’t any better. An injector nozzle should never be installed before a turbocharger compressor. Fluid flowing through the compressor wheel at speeds ranging from 50,000 to 250,000 rpm can corrode the fine aluminum’s leading edges. According to SAAB research, pre-turbo injection causes cavitation on the turbo wheel leading edges over time.
Should the water/methanol solution be injected before or after the Turbo? Where should a few specific trucks be parked? (Duramax, Power Stroke, Cummins CR 5.9L/6.7L)
Pre-turbo injection has been the subject of more recent debate (particularly on the internet). The majority of the discussion revolves around growing atomization. If you inject a small amount of finely atomized fluid (less than 10 micron droplet) with a very low injection duty cycle, you can probably get away with it in the short run. Also, if you don’t care about turbo longevity (like some competitive diesels, where the turbo is replaced frequently) or if you have a system that doesn’t atomize properly and needs the turbulence to aid (low injection pressure and nozzles that aren’t built to atomize appropriately),
It becomes a question of when compressor wheel damage becomes too severe in diesels, especially where injection quantities are large in relation to fuel and where there is benefit to injecting at low/mid engine load states on up, as pre-turbo injection has been proven to cause compressor wheel erosion. The amount of erosion is determined by the volume injected, the size of the droplet injected, the compressor wheel speed, and the injection duty cycle (what percent of total engine operation is water-methanol injected).
Also, in an appropriately sized modernturbo, the claim of reduced compressor work per unit flow and increased mass flow rate doesn’t hold water.