Can You Use Nitrous On 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 really cools the engine’s exhaust-gas temperatures, which is the major factor limiting the power output of diesels.

Is nitrous good for a diesel?

The liquid form of nitrous oxide is bottled and stored. The pressure differential between the manifold absolute pressure and the bottle pressure causes nitrous to change into its gaseous state when injected into an engine. The temperature of the nitrous is significantly reduced as a result of this state transition. As a result, nitrous oxide injection offers much cooler intake air temperatures in addition to raising the concentration of oxygen in the combustion chamber. As a result, the cooler incoming air charge is denser, increasing the amount of oxygen accessible throughout the combustion process. This is especially advantageous in diesels because it can drastically lower exhaust gas temperatures in high-performance applications. By boosting the quantity of exhaust gases flowing into the turbocharger at low engine rpm, nitrous oxide injection can help reduce turbocharger spool times.

When utilized as directed, nitrous oxide injection is relatively safe in diesel engines. Diesel engines are much more durable than normal gasoline engines, allowing them to endure higher cylinder pressures without catastrophic failure. However, every engine has a limit, and a system should be properly tailored to fit the constraints of its intended use. The following are some other issues with nitrous oxide injection systems in diesel engines:

Is nitrous or propane better for diesel?

There is, however, a second part to this equation. To create horsepower, nitrous must react with something, so more fuel must be injected to allow for the additional oxygen to be burned. The more overfueled a diesel engine is, the more nitrous it will profit from. Nitrous oxide also functions as a liquid intercooler, cooling the intake charge by a significant amount when it enters the engine at -127 degrees F. This is a concern since diesel engines require a specific volume of hot, compressed air to operate properly. When too much nitrous is administered, the charge can become too cold to burn entirely, resulting in less power than when less nitrous is used. With nitrous, you can expect to get 100-300 horsepower, depending on how much fuel (black smoke) you’re putting out of your exhaust.

Will nitrous destroy your engine?

Your engine will be at little to no risk of harm if you employ a well designed, high-quality nitrous oxide system that is properly installed and used within prescribed safe limits.

If you use one of the many poorly manufactured generic kits (as sold by most other firms), you run the danger of severely harming your engine, especially if you don’t utilize it appropriately.

It’s important to remember that no matter what tuning method you choose to boost engine power, you should constantly make sure that:

  • Your engine components are capable of handling the additional power generated by a Nitrous Oxide System.

Failure to follow the above recommendations will increase the likelihood of engine damage.

The danger of engine component failure is not enhanced any more than by using any other tuning method when a properly designed nitrous system is fitted and utilized correctly (to an engine in excellent condition) to create a sensible power gain. In fact, unlike any other tuning procedure, nitrous oxide has the unique ability to alleviate stress on crucial engine components while still improving vehicle performance.

Can you put gas treatment in a diesel engine?

Fuel additives are like a magic potion, capable of transforming a sluggish engine into a smooth performer – or so the advertisers would have you believe. They start at roughly £5 a bottle and are simply poured into your gasoline tank.

These fuel additives are available for both gasoline and diesel engines, and they promise a variety of benefits, including cleaning carburettors, injectors, and intake valves, as well as removing water from the fuel system. Other additives target the catalytic converter and exhaust components directly.

In simple terms, with a dose of additives, the automobile should run more smoothly, with manufacturers claiming increased fuel economy, improved performance, lower emissions, and longer engine life as benefits.

How does nitrous oxide work in an engine?

Nitrous oxide (sometimes called dinitrogen monoxide or dinitrogen oxide in geek lingo) acts by adding more oxygen to the intake charge. At 570 degrees Fahrenheit, oxygen breaks loose and enters the combustion process. This enables a higher volume of fuel to be added and transformed into energy. The engine’s power output is considerably increased as a result of all of this. Because nitrous oxide is maintained as a liquid, its evaporation in the intake manifold helps lower the intake charge temperature. This cooling results in a denser charge, which increases power output while lowering detonation. “Why not just infuse pure O2?” you might question. Because, unlike O2, N2O is non-flammable at ambient temperature and under normal pressure, it is far safer than O2.

Can I run my diesel on propane?

Liquid petroleum gas, often known as propane, is referred to as LP gas or LPG. Because both names are formed out of the same particle composition, they can be used interchangeably. Not only is LPG available, but compressed natural gas (CNG) is also available. CNG is an environmentally friendly alternative to gasoline and diesel.

CNG is produced by compressing methane to less than 1% of its original volume, and it has been gaining popularity since 2008. This procedure produces a fuel source that is both safe and non-polluting to groundwater. Buses, transporters, and agricultural machines are just a few types of vehicles that use CNG and propane.

When both types of gas are considered, LPG will be the most commonly used kit. Because of its low pressure, propane can more easily convert to vapor and provide a speedy boost to your car. In addition to that benefit, the propane injection system is significantly less complicated to install than a CNG system. The intricacy of a CNG conversion may necessitate changes to the cooling system and cylinder heads. In the end, an LPG or propane upgrade will be more beneficial to you in the long term.

Can you run a diesel on propane?

Diesel vehicles are built as a single fuel system at initially. The fact that they can be changed to a bi-fuel system is an added plus. When converting diesel trucks, owners frequently use propane as a backup fuel supply. In this scenario, bi-fuel systems have a 60:40 consumption ratio, with 60 percent diesel and 40 percent propane.

Propane injections help diesel fuel chambers operate at maximum efficiency. The injections provide the engine a boost of power while keeping it clean and at a low temperature. If you want a full propane fuel system, on the other hand, there are dedicated propane-only cars that are easier to purchase than converting a full diesel truck.

What can I use instead of nitrous?

Propane-kits for gas engines are also available. It’s quite popular these days because it reduces the cost of operating the vehicle. Because propane expands, it lowers intake temperatures and allows more air into the engine. Because propane also burns, it does not require as much additional fuel as NOS.

Can you put propane on a diesel engine?

Adding propane to a diesel engine, according to Hartman, is a challenging task since propane is difficult to ignite unless the propane-to-air ratio is correct. The ignition point is likewise a delicate subject. Propane will not self-ignite at high pressures, such as those encountered in a diesel combustion chamber with a 20:1 compression ratio.

Can you spray nitrous with a turbo?

Spooling a supercharger is a constant variable, right? (jumbo shrimp). As with a turbo, adding cold nitrous will not change the spool. Correct? My own experience with turbocharging and nitrous with a belt driven compressor does not appear to be the same.

Answer: Adding nitrous will not improve the spool of a turbo unless you consider the downstream implications of the increased exhaust pressure.

But, no, it’s not true.

It does, however, provide quick power before the turbo can spool, which is useful if you’re not running a S/C.

Question: I have a customized Buick Gen III Supercharged 3.8L V6 (stock crank and rods, SpeedPro hypereutectic pistons, Comp Cams, etc.). The injectors were upgraded from 38# to 44.5# and are now running at 80% efficiency. The MAF is from a vette, and the throttle body is from a Northstar V8. All of the mods utilizing 100 octane fuel were professionally tuned into the ECM. I’m going to add a wet nitrous kit. Will the improved injectors at 80% suffice, or do I need to increase to 65#?

Is turbo better than nitrous?

The usage of turbochargers in naturally aspirated engines has sparked heated debate, particularly among drag racers. Every combustion engine with suitable exhaust flow can benefit from the boost provided by a turbo’s small and powerful fin turbine, thanks to new turbo technology. This creates air pressures that increase the horsepower capability of a motor.

Even though any engine may be turbocharged, some normally aspirated automobile owners may not wish to add them to their current powertrain. To control an engine’s potential and transfer it to the wheels, a combination of power and traction is required.

The local drag strip or race track is one place where you can see the turbo vs. non-turbo discussion. When it comes to increasing the parts installed, many racers have various experiences.

Drivers with tiny displacement motors may opt for a turbo to acquire the reaction they require on a race track when pushing their RPM to the maximum. These “rice burners” from other countries could never compete with the huge displacement muscle car motors found on race courses. They won’t be able to do so until they add a big turbo to their engine kit. This may be the ideal option for them, but it’s not something a big displacement engine owner thinks about when they want to boost power and performance while also transferring that power to the streets via the wheels.

The first myth about turbos is that they produce more power at any throttle setting. This is untrue. The turbo compressor wheel does not produce maximum boost until the throttle is set to WOT (wide open throttle) for several seconds. You won’t be able to WOT a throttle on city streets because a turbo’s throttle responsiveness would be inadequate for a daily driver.

You can see why a huge muscle car motor may fare better with nitrous oxide and a heat monitoring system now that you know the drawbacks of turbo power. In a combustion engine, heat is the most power-draining component. Adding a turbo will just increase the amount of heat that builds up inside the combustion chambers. When striving to get the most horsepower to the wheels, this depletes the motor’s ability to develop power. Find out which wheels will compliment your turbo by speaking with a wheel supplier.

Large displacement engines and pickup trucks are more vulnerable to these conditions than any other type of engine. Running hot laps back and forth can cause engine overheating, which is exacerbated by the increased heat induction provided by a turbo. Turbochargers are frequently used to improve the power for forward propulsion in larger and heavier autos. Because of the initial power and fuel required to accelerate these vehicles, diesel is commonly employed in them.

You might not want to add a turbo to a huge displacement drag car that uses staged nitrous oxide induction because it won’t make much of a difference. Turbos are fantastic provided the vehicle can handle the power of the wheels, drive shaft, tyres, and engine properly.