Diesel / LPG Bi-Fuel

(Where combining diesel and LPG gives benefits where the some of the parts is greater than the whole)


Gas Power UK Ltd are one of the leading installers of advanced LPG systems for commercial diesel engines.
Unlike conventional LPG conversions for petrol engines, a Bi-Fuel Diesel/LPG conversion enables both diesel fuel and LPG to be injected at the same time, reaping many benefits and overcoming all of the early problems that such conversions suffered from.
Our conversions utilise advanced electronic control systems to make the engine run more efficiently, increasing the temperatures inside the combustion chamber and ensuring that more of the diesel fuel is burnt (typically, commercial diesel engines only utilises 82% of the fuel injected).
Not only does this benefit the fuel efficiency of the engine but also reduces the production of soot and unburnt hydrocarbons. It does not increase engine horsepower but does improve the torque curve - a real benefit in commercial operations.
Gas Power UK is proud to announce that they have been contracted to install conversions for a number of local company fleets and are able to talk to you today about your own Bi-Fuel Diesel/LPG Conversions.

Some Pictures from our Commercial Proof Of Concept Projects Starting back in 2006

Landrover diesel lpg autogas dual fuel conversion Commercial diesel lpg autogas dual fuel conversion Commercial diesel lpg autogas dual fuel conversion Commercial diesel lpg autogas dual fuel conversion Commercial diesel lpg autogas dual fuel conversion

A Short History of Diesel Enrichment

Cleaning Up Emissions

Mr Hubart an eminent mathematician, had predicted that inexpensive crude oil & fuel would cease by the year 2005, so to prolong the life of the oil fields, experiments were started to reduce our dependency on crude oil. In the late 1980’s experiments were being run to clean up the emissions produced by all the common fuels. Catalytic converters to reduce CO, and CO2, on petrol engines, and additives to diesel to reduce soot and particulates.

Combining Fuels

Experiments during this time by engineers had differing results as they tried combinations on fuels to propel vehicles, one of these was LPG and diesel, others were CNG and vegetable oil, Petrol and diesel, Alco-fuels and synthetic fuels. It was reported that a static single stroke diesel engine could run on 10% diesel and 90% LPG but when this was repeated in a road vehicle, the engine suffered from star-fire as the fuel burned trough the top of the piston, and the engine was destroyed, after that 2 Cummings engines running on 50-50 Diesel / LPG also suffered from Star-Fire, when the mid 1990’s arrived most systems were using 10-30% LPG and 90-70% diesel, delivered to an engine via a mixer unit and allowing the knock sensor a device that senses over fuelling that is fitted to the engine and thereby reduce the diesel (lots of engines died of star fire at low revs).

The Challenge

The problem was the mix LPG / Diesel was too much at low rpm so the maximum savings of these early systems would be as low as 5-10% fuel cost savings. We have now moved away from that type of system and our competitors who are still using the knock sensor to trim back diesel, we on the other hand are controlling both fuels simultaneously which means that we have fuel cost savings across the whole of the RPM range not just when the vehicle is driving against the fuel limiter. We are reducing pollution and improving MPG and can prove that the engine life will be extended just like the petrol engines that run on LPG.

Why do we get a saving from combining the two fuels?

If we look at the chemical makeup of fuels a two patterns emerge:
  1. The bigger the molecule the slower the burn.
  2. Liquids and gases burn in different ways
Most of the fuels we are burning are known as a hydrocarbon, which means they are made up of hydrogen and carbon molecules of differing lengths. The hydrocarbon family start with methane and finish with heavy oils.

Some Theory On Hydrocarbon Combustion

Hydro carbon State  Burn%  Atmospheric
pressure
Burn
Methane C1H4 Gas 99.7% Combustion starts with a bang and finishes with a fizz Explosive
Ethane C2H6 Gas 99.5% Combustion starts with a bang and finishes with a fizz Highly Flammable (plus)
Propane C3H8 Gas 99% Combustion starts with a bang and finishes with a fizz Highly Flammable
Butane C4H10 Gas 98% Combustion starts with a bang and finishes with a fizz Flammable + Hot Burn
Petrol Liquid 97.5% Combustion starts with a fizz and finishes with a bang Burn
Kerosene (Paraffin) Liquid 90% Combustion starts with a fizz and finishes with a bang Slow burn
Diesel Liquid 82% Combustion starts with a fizz and finishes with a bang V Fast Fizz
Light engine oil Liquid 78% Combustion starts with a fizz and finishes with a bang Needs to be heated before combustion
A simplistic formula that can explain why dual fuel combustion works so well is as follows:

Add one molecule of propane C3H8 (99% burn) and one molecule of diesel C16H34 (82% burn) = C19H42, which is the same molecular weight as 1x C9H20 = Nonane and 1x C10 H22 Decane (97.5% Burn), the two fuels have a similar chemical burn to that of Petrol.

This is now known as homogenised burn or a chemical burn.

UKLPG Approved Installers

UKLPG Approved Installers Gas Power UK Ltd has achieved the standard required by the UKLPG to provide installations that your insurance company and you can have complete confidence in.

Diesel / LPG Bi-Fuel

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Registered office: C5 Longbridge Meadow, Cullompton, Devon. EX15 1BT. Registered in England No. 04126060
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