Company activates at the LPG systems and especially in Diesel blending. Specifically, the vapor injection system of Diesel Gas Australia, provides up to 20% fuel economy, increase raise of about 25% in torque and horsepower, and extends the traveling range of about 10%. Also, the engine-life extension is guaranteed, as an effect of less carbon in combustion chamber, so as the engine oil remains cleaner for a longer period. Lastly, the DGA system is environmental-friendly, as it reduces the pollutant emission and black smoke. In our company, we can assure the reliability in cooperation and quality of life.
- Increase of horsepower and torgue
- Engine - life extension
- Reduse of carbon of contamination
- Complete combustion
- No vehicle modification required
- Independent system for protection of engine over-heating
- Reduse of fuel cost
- Increase of range
- Fast and simple installation
With the conversion of diesel engines to dual diesel / LPG fuel engines has been a significant, sometimes spectacular reduction of pollutants as evidenced by the measurements carried out by the Ministry of Transport Australia to subsidize the retrofitting of such vehicles.
WHAT DOES IT DO?
This gas injection system utilises a sophisticated computer module that controls the flow of LPG into mechanical and electronic diesel engines whether stationary or mobile, turbocharged or naturally aspirated. The system operates by simultaneously burning diesel with a small quantity of gas resulting in a more efficient burn rate of 95%-98% (most diesel engines achieve around 75-85%). This increase in the burn rate results in less diesel being used to create the same outcome. Best of all, no engine modification is required, the system is non-invasive, operates completely independently, is simple to fit and can be fine-tuned to your requirements.
HOW DOES IT WORK?
High-pressure liquid petroleum gas (LPG) is converted to a low-pressure (just above atmospheric) useable gas. The gas passes through a solenoid valve (or stepper motor) which is controlled by outputs from the system’s computerised processor measuring precisely the quantity of gas required. This metered amount of vapour travels through a hose into the vehicle air intake system and subsequently into the inlet manifold as a mixture of air and gas. The computer module (processor) controls the flow of gas optimising performance and ensuring safety. Manifold pressure (via a MAP sensor) or throttle position (via a throttle position sensor) and engine speed are monitored. The module then adjusts the gas flow depending on engine load and driver demand. The amount of gas injected (or the ‘gas map’) is completely (and only)programmable by a laptop computer. This allows a large degree of flexibility to adjust the system to suit your requirements The system does not allow LPG into the engine at idle and is programmed to limit the amount of gas introduced at maximum load to prevent over-fuelling. The system shuts off gas flow when the brakes are applied or the driver’s foot comes off the accelerator. The system can be switched on and off (if ever necessary) via a dash mounted switch. If gas is unavailable or you run out before a service station, it is not necessary to switch the system off. Instead you will notice a decrease in performance as the gas runs out. Since the diesel injection system is not modified, the vehicle will simply run on diesel as it did prior to the system being fitted.
RANGE AND FUEL SAVINGS
As a result of the increased efficiency created by burning more of the diesel injected into the combustion chamber, less diesel is now required to travel each kilometre, therefore extending the range travelled on each tank of diesel. Or, to look at it another way, the same amount of diesel will deliver more power and torque. Documented evidence indicates net fuel cost savings of 10-20% are achievable running on either bio-diesel or normal diesel. A 4x4 vehicle will use approximately one litre of LPG for every 25-30 kilometres traveled under normal driving conditions. For further explanation, see Economy section.
POWER AND TORQUE
This Diesel/Gas system will increase power and torque by up to 20% (sometimes more). This power increase is due not only to the increased combustion efficiency, but also the LPG itself produces power as it burns. So even the most economical gas map and driving technique will produce some additional power. A more powerful setting can still produce better economy than running on straight diesel. This extra power is instantly noticeable from the moment the system is turned on. However, as the engine clears carbon deposits over time it is not unusual for the advantages of the system to increase. Image to the left is of a power run with the Patrol on the Dyno The power and torque increase applies over the whole rev range. Turbo lag is all but eliminated, and engine noise and vibration is dramatically reduced all the way through to maximum revs. The driver will notice fewer gear changes and higher average speeds, particularly on hills and when towing. See Vehicles section for examples of power gains.
ENGINE LIFE
For those of you with experience with LPG vehicles, you would know the engine oil stays much cleaner between oil changes. LPG engines, when stripped, are almost spotless internally. On the other hand diesel engines are quite dirty internally and after an oil change the new oil quickly becomes black again. In a diesel engine this black stain is soot. Soot is the result of incomplete combustion (the same as any wood fire stove). This soot (which is actually carbon) gathers in the combustion chambers, lining the top of the pistons, the injectors, the glow plugs and the valves. Some stays there and builds up into thick carbon deposits that must be scraped away when the engine is stripped. Some is blown into the exhaust manifold, coating the inside of the exhaust pipe or blown out the back as black smoke. The rest is washed off the cylinder walls by the engine oil, thus contaminating it and turning it black. This is why engine oil filtration is critical in diesels. With enough carbon contamination, oil soon loses its ability to lubricate (viscosity) and clean properly, leaving abrasive deposits on critical components and allowing further carbon build-up. This causes engine wear - hence the need to change the engine oil on a regular basis. Anyone who changes their own oil will tell you that with diesels the oil becomes very black, very quickly. This indicates that the oil is doing its job but it is also already breaking down and losing its effectiveness long before the next oil change is due. Image above is of Heavily contaminated diesel sump oil after 5000 km Since LPG is a clean burning gas it does not leave soot behind. This is why the engine and oil stay cleaner for longer. With the Diesel/Gas system cleanliness is achieved slightly differently. The gas introduced acts as a catalyst encouraging a more complete diesel combustion. This means less soot (a lot less soot) which, in turn, means the oil stays cleaner. Now, if the oil is staying cleaner, that means it is not carrying as much contamination, and is therefore doing its job better and for longer. The upshot is reduced engine wear between oil changes and over the life of the engine (which is extended as a result). Engine operating temperatures are not increased by running this system. Exhaust gastemperatures are reduced, since there is no longer fuel being burnt in the exhaust system.
CAN THIS REALLY BE DONE – LPG & DIESEL TOGETHER?
Yes. And the results speak for themselves. Mechanical LPG systems have been available in the trucking industry for decades now. These systems are traditionally large and clunky, with hit-and-miss results, designed for 400+hp engines. This is the first time a proper system has been designed specifically for smaller diesel vehicles - modern electronics allow the control required to meter such small amounts of gas. This system has been available since mid-2004.
IS IT SAFE?
Yes. In fact, it is probably safer than most petrol systems. All kits are fitted to Australian Standard AS1425, one of the most stringent LPG fitting standards in the world. The system is designed to cut injection at idle, when the brakes are applied, or if there is any malfunction. We have never had any failures. The computer module is similar to fuel injection control units used in most cars. The control valve and gas lock off valves are the only moving parts in the system; both are designed to shut down in the event of any failure, shutting off gas flow at both the tank and engine. The system uses tried and tested components that have been used in LPG conversions for many years.
IS THE SYSTEM RELIABLE?
Yes. And the results speak for themselves. Mechanical LPG systems have been available in the trucking industry for decades now. These systems are traditionally large and clunky, with hit-and-miss results, designed for 400+hp engines. This is the first time a proper system has been designed specifically for smaller diesel vehicles - modern electronics allow the control required to meter such small amounts of gas. This system has been available since mid-2004.
WILL THE EXTRA POWER DAMAGE MY ENGINE?
ΑNo. In order to maximise all of the benefits of this system, the engine must be in good condition (this applies for any performance or economy modification). Since the engine is burning the entire amount of diesel injected, the engine will now run cleaner with no soot build-up in the combustion chambers. This means the engine oil stays cleaner for longer, therefore doing a better job and extending engine life.
WHAT IF I CAN’T GET LPG? OR I RUN OUT OF GAS?
Doesn’t matter. You don’t even need to switch the system off. You will notice a decrease in power as the LPG runs out. The system does not affect the diesel injection system, so it will continue to run on diesel as it did before the Diesel/Gas system was fitted, although with noticeably less power! When you do fill up the LPG again, the system will automatically begin injecting gas again. LPG is becoming more available – it is now possible to drive a LPG powered vehicle around the National Highway.
HOW LONG DOES IT TAKE TO FIT THE SYSTEM?
Most installations take approximately a day and a half to fit and tune. Where there is limited space for the LPG tank extra time may be required. Dyno tuning, if required, takes about half a day extra. (Dyno tuning is not normally required, and is only done at your request).
WHAT’S THE BREAK-EVEN POINT?
This depends on a number of variables, not least of which is rising fuel prices. A (very) rough guide would be 100 000km. We can calculate a more accurate figure for you if you supply vehicle details and current fuel consumption figures. The final figure will always be subject to the difference in price of LPG and diesel. Also bear in mind the additional benefits of this system – in particular extended engine life (a cost saving in itself). See Economy section for more details.
WHERE DOES THE LPG TANK GO?
This depends on the vehicle. Usually the tank is mounted underneath the vehicle, where space allows. This is to avoid encroaching on the cargo space. Where there is low ground clearance or no room underneath, the tank can be mounted inside (to Australian Standard 1425). There is not any safety problem fitting the tank inside, other than taking up space. Tanks mounted beneath the vehicle are protected by a steel guard. In some instances the exhaust pipe may need to be re-routed.
WHAT SIZE LPG TANK DO I NEED?
Typically, the LPG tank needs to be 1/3 the capacity of the diesel tank. 30l of LPG is sufficient for approximately 100l of diesel. In a 4WD, one litre of LPG is sufficient for 25-30km. Put another way, LPG consumption should be the range of 3-4l/100km. Tanks are available in a variety of sizes and capacities, so we can fit one to suit your vehicle and requirements. See Vehicles section for some examples of tank fittings.
DOES MY VEHICLE HAVE TO BE DERATED?
No! One of the (big) advantages of this system is that the diesel injection is not touched. This means if you run out of gas, you can still drive normally on diesel only. Of course, if you run out of diesel, we can’t help you.
WHAT IF THERE IS A MALFUNCTION IN THE SYSTEM?
If there is a fault in the system (eg the alternator fails and no longer sends an engine speed signal) the system shuts itself down, preventing any gas flow. This is a safety measure to prevent over fuelling. The vehicle will still drive normally on diesel only.
AM I BETTER OFF GETTING A TURBO FITTED?
For performance only get both fitted. If you are looking for power and economy Diesel/Gas is the solution. This system delivers real dollar savings at the bowser, as well as extended range and reduced engine wear (and will not increase emissions). While producing extra power in its own right, the system will also significantly improve the gains of any other performance modification. Dyno testing has shown the system will still deliver up to 20% more power on top of any other performance gain. (See Vehicles for an example).
WHO CAN PROGRAM THE COMPUTER?
The computer module can only be programmed by an approved Diesel/Gas Australia installer. This is for engine protection and safety reasons. The cost of the system includes tuning. Adjustments can be made as necessary and usually take no more than ten minutes. For those who want to maximise the benefits of this system for their vehicle, dyno tuning is available at extra cost.
DOES THE ENGINE RUN HOTTER?
No. Since more power is being produced the engine does not have to work as hard so it will not run hotter. Exhaust gas temperatures are also cooler since there is no longer excess fuel being burnt in the exhaust system.
IS THERE ANY EXTRA SERVICING REQUIRED?
We recommend changing the oil after 1000km and again at 5000km. The engine is now being cleaned internally, so the engine oil will be much dirtier to begin with as the carbon build-up is removed. After these two oil changes, the normal service interval can continue. These oil changes can be done by your usual workshop. Service intervals are not affected by this system, other than the first two oil changes. Special oil is not required.
CAN THE SYSTEM BE FITTED TO A MODERN ELECTRONIC CONTROLLED DIESEL?
Yes. The system is fitted with its own wiring harness, and does not interfere with any of the electronics found on modern diesels. The diesel injection is not de-rated in any way on either electronic or mechanical engines.
DOES DIESELGAS WORK WITH BIODIESEL?
Yes. If the engine runs properly on biodiesel, it will certainly handle the DieselGas system, delivering the same results (and will be even cheaper to run, due to the cost of biodeisel). Emissions are dramatically improved again as well
WHAT WARRANTIES ARE AVAILABLE WITH YOUR SYSTEM?
Diesel/Gas Australia Installations are backed by a 3 year Parts, Labour & Engine Warranty by Elite Warranty. Elite is Australia's largest independent supplier of wholesale warranty systems to the automotive industry and is accredited by ASIC with an Australian Financial Services License
WHY DO WE INJECT LPG PRIOR TO THE TURBO?
Quite simply put our testing shows that by introducing the LPG prior to the turbo, the turbo performs like a mixer ensuring the most consistent and even distribution of LPG vapour with the air. Even distribution of LPG with the air flow ensures each cylinder receives an equal quantity of LPG vapour avoiding potential engine damage. This will also maximise power and economy gains whilst limiting those harmful exhaust emissions. This method is quite safe as the percentage mix of Air/LPG passing thru the intercooler (if fitted) is not flammable and even if it were the delivery of LPG ceases immediately if charge air pressure (boost) drops due to common turbo failure or a major leakage of charge air. No LPG, no potential problem. Introducing LPG vapour prior to the turbo requires a constant LPG pressure only that is electronically monitored and maintained within a strict operating range. Systems, other than Diesel/Gas Australia, employing post turbo LPG introduction require a constantly changing LPG pressure to overcome charge air pressure. The LPG pressure required in these systems may be equal to or up to 5 times higher than a pre turbo injection and can result in reduced system safety and erratic LPG delivery in differing ambient conditions. We have many thousands of clients with turbo charged vehicles operating with LPG travelling through the turbo; some of these Heavy Goods Vehicles with engines exceeding 600HP have travelled in excess of 1 million kilometers. There has never been any problem with any of these engines or turbo chargers caused by LPG vapour. The bottom line is that we do not need to introduce post turbo so we do not.
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