These methods are all temporary limited.
Steam is already temperature saturated- you won't get a remarkable cooling gain.
Adding power to this engine demands the use of head studs instead of bolts.
($$$!)
If you have a closer look at this engine you will recognize that it's exhaust lines are located below the water bridge.
The exhaust heat is directly transfered into the coolant system. Which is good and logical.
The intake is located towards the engine front. Nothing can be done to prevent heat to dissipate in that direction. Coolant flow is also limited here.
The front engine block coolant lines are relatively constantly flushed with coolant. The rear ones are neglected- one reason for the more often rear head failure.
So, what can be done here.
-lowering the general coolant engine intake temperature.
does does do belong to the coolant system too- of course in a smaller
percentage, but you have top grab every cooling advantage you can get.
- Again, if the coolant circuit isn't in top shape- you will have to deal with heat problems.( this rule is applicable for the gassers, too)
To check this you can measure your coolant exit temperatures and the coolant intake temperatures. A temp drop of 12°C is very good, anything less than 8°C is critical.
So if you don't stay within these limits you ask for trouble.
The VM engine has a small radiator volume compared with other 2.5l engines.
A small volume directly transfers into less heat transfer.
I neglected under hood temperatures in the past, the drop of 5°C is not worth to mention it. Heat is stored in the block and in the coolant, not in the air under the hood. Air acts as an insulator. Maybe I get rid of 5° underhood temperature- but I do influence the radiator fan and heat dissipation.
Again, the main target is the radiator and the heat exchange- all other aspects than heat exchange is playing around.
LPG in a Diesel?
Combine propane and its 110-octane rating with diesel's 15 to 2S-octane rating, you're set up for a bad case of detonation if conditions in the combustion chamber are right (or wrong).
What happens is the propane, because it's in vapor form already, is dispersed throughout the combustion chamber and reacts more quickly with the available oxygen molecules once combustion begins.
The first part of the diesel cycle goes okay; the diesel fuel is injected and starts to react at the lower temperature. But as soon as the temp is high enough the propane starts grabbing the oxygen generating a lot of heat and pressure quickly.
This happens so quickly in fact that the diesel being injected doesn't have a chance to burn correctly, it just collects in the combustion chamber. The fast burn of the propane raises the pressure high enough to surpass the detonation limit of the unburned diesel fuel, causing it to ignite in pockets within the combustion chamber(valve pockets in the piston head).
The flame fronts collide at inopportune times (detonation).
This is not a controlled compression ignition and will hurt your engine.
Be careful with experiments.
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