Compressed Natural Gas.

Compressed Natural Gas. One million CNG vehicles are now operating worldwide. Argentina has the largest fleet at 400,000, followed by Italy (300,000), Russia (300,000), the US (85,100), Venezuela (50,000), New Zealand (45,000), Canada (32,000), Egypt (5,000 -- the government sets the price of natural gas 55 percent lower than gasoline), Germany (2,500), India (1,600), Japan (1,300), Malaysia (1,000), France (600), and the UK (400). • One optimistic study predicts Malaysia and Japan each could have 200,000 natural gas vehicles (NGVs) by 2000. • In India, the World Bank estimates natural gas could replace 25 percent of the gasoline and diesel used. Most existing NGVs are conventionally fueled cars -- either with spark ignition or diesel engines -- that have been retrofitted. • Required changes include installing pressurized tanks for CNG storage, adding fuel lines for gaseous fuel as well as a gaseous fuel mixer and adjusting the engine management computer. Bi-fuel (gasoline/natural gas) vehicle configurations are also available. • After-market CNG conversions have had high failure rates and, in some cases, pollute more than gasoline version. Factory-made CNG models built "from the ground up" are more reliable and, in the US, EPA-certified.

Audiworld: The Direct-Injection Petrol Engine

IAA 2001: FSI - The Direct-Injection Petrol Engine Text and pictures courtesy of Audi AG To develop a new motor-vehicle engine is, generally speaking, to be faced with a difficult decision. In a nutshell, this is 'more power or less fuel' - a conflict of objectives as old as the spark-ignition engine itself and one that has lost almost none of its complexity, despite ongoing technical progress. Audi is now presenting a new generation of engines that makes a quantum leap in terms of operating efficiency: the FSI principle is opening up a new dimension for the spark-ignition engine. This is a step forward in technology that justifies comparison with the introduction of TDI technology for diesel engines. That too, in its day, succeeded in combining high power output and an effective reduction in fuel consumption to a previously unattainable extent. What can the FSI engine, in which petrol is injected directly into the cylinders, do better than a conventional engine with fuel injection into the intake ports? # The answer is: It is distinctly more dynamic, # Both its torque and power output are higher, # Yet fuel consumption is simultaneously as much as 15 percent lower. The main factor contributing to these improvements is the stratified charge principle at part load. In this operating mode, the engine only needs a fuel-air mixture capable of immediate ignition in the area around the spark plug. The remainder of the combustion chamber is filled with a leaner mixture, that is to say one with a considerable degree of excess air. As a result of this, the engine can be run without the incoming mixture flow being throttled. The direct-injection engine also benefits from reduced heat losses, because the layer of air around the 'cloud' of ignitable mixture isolates the latter from the cylinder and cylinde

Direct-Injection Gasoline Engines

The harmful effect on the environment of noxious exhaust gas emissions – HC, CO and NOx – is long-established. Attention is now turning to the greenhouse gas carbon dioxide. Recent national and international responses to climate change are driving the development of more economical vehicles – which produce less CO2 – and therefore more efficient engines. Direct-injection fuel systems are a key component in high-efficiency gasoline engines. Ricardo first developed direct injection gasoline engines in the 1930s, for application in aircraft. Since then, Ricardo are recognised worldwide as one of the key developers of direct injection technology for use in passenger cars. Ricardo have undertaken a large volume of direct injection work, on a research, collaborative and contract basis, and have experience of all of the existing direct injection combustion systems.

Downsizing the Gasoline Engine

Engine downsizing describes the substitution of a naturally-aspirated engine by an engine of smaller swept volume, and the downsized engine is typically turbocharged. The introduction of downsized engines is a key element of a powertrain strategy to meet future requirements for reduced carbon dioxide emissions and fuel consumption. Ricardo have developed a number of alternative concepts for downsized DI gasoline engines, each seeking maximum indicated efficiency by maintaining high compression ratio, dilution and other measures. Each concept has been experimentally investigated using a multi-cylinder turbocharged DI gasoline engines, and the most promising concept – Lean Boost DI (LBDI) – has been further developed with a demonstrator vehicle programme.

Advanced Valvetrains A clear trend in engine development is the pursuit of greater levels of flexibility. The valvetrain, with its controlling role over engine operation, is a prime candidate for increased flexibility. Variable valve actuation (VVA) – including both mechanical systems and camless engines – reduces the need for compromise when developing engine performance, exhaust emissions and fuel economy. Drawing on years of experience, Ricardo offer a complete system approach to selection, design and development of the valvetrain. A sophisticated range of tools are on offer to ensure that requirements for functionality, durability and cost are met. Ricardo have developed in-house mechanical VVA systems, have an active camless engine research programme, and are conversant with all of advanced valvetrain systems available in the marketplace. CAI and HCCI Combustion Systems Recent years have witnessed great interest in a new class of combustion systems usually described as either Homogeneous Charge Compression-Ignition (HCCI) combustion or Controlled Auto-Ignition (CAI) combustion. These combustion systems differ fundamentally from the two conventional modes – spark-ignition and compression-ignition combustion – in that they operate by the auto-ignition of an approximately homogeneous charge. HCCI/CAI engines produce exceptionally low NOx emissions, and have the potential for very good fuel economy. Ricardo have undertaken a substantial internal research programme to investigate gasoline CAI combustion. This programme has demonstrated CAI combustion in both two-stroke and four-stroke engines, and further illuminated CAI engine processes. Techniques used include conventional engine testing and optical engine testing, and the development of Ricardo Software simulation packages to treat gasoline HCCI and CAI combustion. High-Performance Gasoline Engines With a racing pedigree stretching back to 1921, Ricardo have a number of long-standing achievements in the worlds of motorsport and high-performance vehicles. Ricardo are able to apply to apply the knowledge gained from this heritage along with ongoing competition experience across the spectrum of high-performance gasoline engines. In a typical high-performance engine project, Ricardo might be tasked with providing an optimised torque curve, variable valve-timing (VVT) strategy, vehicle calibration and durability development. Within constraints such as packaging, production requirements and emissions targets, the maximum output must be achieved, along with an appropriate performance calibration. To find out more please visit our dedicated Motorsport pages. Major Development Programmes

Major engine development programmes place particular demands on all those involved. Ricardo have a track record of success in delivering major projects on time and with the highest quality. From pre-concept through to production support, Ricardo have experience in all phases of engine development programmes. Flexibility is the key to successful delivery of major projects. In addition to Ricardo project management techniques, we have experience of five major OEM gateway processes. All Ricardo Technical Centres can support extensive project offices. These provide a confidential base for client, supplier and Ricardo engineers to work together. Equally, Ricardo can provide experienced engineers to work at your own site

Direct Injection Overview

Direct injection (DI) is widely recognised as "next generation" technology that substantially boosts the efficiency of conventional internal combustion gasoline engines. It involves injecting the fuel directly into the cylinder (combustion chamber) of an engine, instead of indirectly through an inlet port in a 4-stroke as would be the case in a port fuel injection (PFI) or carburetor engine. Orbital's core technology is a unique air-assisted low-pressure direct fuel injection, combustion and engine management system collectively called Orbital Combustion Process (or OCP™) technology. The Orbital DI system creates a precisely-controlled, finely atomised fuel cloud allowing engines to run with greater fuel efficiently and with reduced emissions output. Technology Highlights: * Applicable to 4-stroke and 2-stroke engines * In production on engines as small as 50cc and as large as 500cc per cylinder * Fuel economy improvement and reduction in emissions * Proven capability More detail please refer to : ORBITAL TECHNOLOGY

Direct injection system revolution

I found really impressive figures to describe the direct injection system. Dr. P.J.Bowen, really impressed me with the details about direct injection system. You can find more detail about his research and direct injection system at http://www.cf.ac.uk/engin/staff/pjb/. The direct inejction system technology is claimed be the best technology to increase engine performance. Gasoline direct injection system (GDI) was first implement by Mithsubitshi in 1986. But the direct inejction technolgy really boost the diesel engine as high compression ratio is implied to the engine.

Full trottle test.

I run the engine with full trottle and manage to get higher torque compare with OEM ECU. heeehee what a day..The engine setting at seemed give good response to the engine especially from low rpm to high rpm. Ignition timing and injection timing just right at the moment axcept the coil.

Engine performance MOTEC vs. OEM ECU

My new setting for CAMPRO 1.6 Proton engine that I had converted using MOTEC ecu is as shown. The torque increase about 16% as well as the power. But the drawback is fuel consumption. My new engine setting will pick up gook torque at part load, thus I had set low fuel at cruising. My setting will produce more torque, without modifying any component in the car. Standard spark plug, injector, no intercooler, turbocharger an so on..just revise the engine mapping. But this has to be done carefully because with prior advise to adjust the engine setting you are endangering family and yourself especially.

direct injection or port injection

before we go any further let me share with you the direct injection fundamental . figure below would describes the feature.

The direct injection can be divided into two:

central injection and side inejction. I have tuned the direct injection for central injection and I figure out the power and torque increased by 20% compared to port injection.

tuning the ecu is the art

Tuning the ecu is the art or very subjective. One can only focus on the engine performance for high power regardless the fuel consumption. If the power is the main focus, the mapping for ignition timing must be right. we can play around the ignition timing to advance or retard. Normally, slightly advance will improve the performance but one must be very carefull of the engine knocking. Normal practice is to decrease few degree once the knocking occurs. it is time consuming but it really fun.

MoTeC ECU

Recently I used this ECU to modify my car. the ECU is very friendly and easy to use. This ECU has several model and I used M800 to tune my car. The best part of all, you can simply download the software and play around with it before you buy. And any latest option offer by MoTeC, you can simply download from their website. I found it very useful because it offer a wide range of option for example PLM, telemetery, data logger ect.

ignition timing

Light To prepare for the adjustment, ensure that all other systems on your vehicle (airflow, fuel pressure, idle rpm, etc.) are operating properly. Though not necessary to set ignition timing, this would be an ideal point to replace your spark plug wires, distributor cap, rotor and spark plugs. Connect the timing light (and tachometer, if used) to your vehicle's battery and No. 1 spark plug wire per the manufacturer's instructions. Check the vehicle specifications to determine the proper timing advance (often noted on a sticker on the underside of the hood), read in "degrees before top dead center" at a particular rpm. In this case the recommended advance is five degrees at a 750-rpm idle. Being very careful to avoid entanglement with moving belts and pulleys, start the engine and bring to normal operating temperature and specified rpm. Direct the timing light to the main crank pulley, and observe where the timing mark on the pulley falls compared to the degree tab on the front of the engine. If the marks line up properly, the ignition timing is correct and no adjustment is necessary. If not, your engine's power and mileage have likely suffered and adjustment is required.

natural gas as alternative fuel

recently I have done one tuning for naturla gas car. It is our very first prototype engine with natural gas engine. The modification are as follows: 1. Use smart coil which run very high voltage and individually coil for each cylinder. 2. We use high pressure injector. Initially, to start the engine requires longer time because the gas inside the cylinder should reach cerain degree for ignition. At the moment we do not manage to start the engine yet. We tried to use gasoline for cranking only but failed.

Injection Timing/tuning

Another big headache is tuning the injection. Injection timing requires inputs from various sensor such as RPM, MAP, MAT and so on. There are two basic method to calculate how much fuel need to be injected. One is using mass air flow sensor (MAF), and another one is MAP(manifold air pressure) so called speed density method. The MAF methdo is easy but the sensor is costly compare to the MAP. Malaysian car for example, PROTON, used MAP sensor to determine how much air going thru the engine and compare the air with a tabled value called air-fuel-ratio.Thus, the algorithms to calculate the injection timing may be different from one car manufacturer to the other.

Ignition Control ECU

Ignition control means controlled ignition of the air-fuel mixture in the combustion chamber. This is to ensure edequate firing times of the spark plug typically one spark plug per cylinder. Advanved or retard of firing is decremental to thermodynamic efficiency. Thus ignition control is central to efficiency, environmental impact, lifetime and noise comfort.

ECU basic

ECU (electronic control unit) or sometimes called EMS (Engine Management System) is the brain of the combustion engine. This so called 'black box' plays a major role as an architect to control the performance of your car. The control strategy that employs in the ECU varries from one car manufacturer to the other. The ECU setting depends on several categories such as high performance, fuel efficiency and emmision free.

Fuel Saving Tips

Top 10 Fuel Saving Tips Guide Picks From Aaron Gold, http://cars.about.com/od/helpforcarbuyers/tp/ag_top_fuelsave.htm I like to save fuel for two reasons: 1) I'm concerned about our dwindling oil supplies and 2) I'm a cheapskate at heart. I've compiled ten tips that can help you squeeze a few extra miles (or at least a few extra feet) out of each tank of gas. Like clipping coupons, the individual contributions may be small, but the total savings can add up nicely. 1) Check your air filter A clean air filter is the key to good fuel economy. A dirty air filter restricts the flow of air into the engine, which harms performance and economy. Air filters are easy to check and change; hold the filter up to the sun and if you can't see through it, you need a new one. Consider a K&N or similar oiled filter which is cleaned rather than changed; they are much less restrictive than throw-away paper filers. 2) Keep up the (tire) pressure Under-inflated tires can easily cost 2 to 3 MPG or more. Buy a reliable tire gauge, check your tires when they are cold (driving the car warms up the tires and the air in them, increasing the pressure), and keep them properly inflated. Use the inflation pressures shown in the owner's manual or on a data plate in the driver's door jamb. 3) Slow down As speed increases, fuel economy decreases exponentially. If you one of the "ten-over on the freeway" set, try driving the speed limit for a few days. You'll save a lot of fuel and your journey won't take much longer. Just be sure you keep to the right, so you won't impede the less-enlightened. 4) Hang with the trucks Ever notice how, in bad traffic jams, cars seem to constantly speed up and slow down, while trucks tend to roll along at the same leisurely pace? A constant speed keeps shifting to a minimum -- important to those who have to wrangle with those ten-speed truck transmissions -- but it also aids economy, as it takes much more fuel to get a vehicle moving than it does to keep it moving. 5) Try premium Most new cars will run well on any grade of gasoline, but I've heard anecdotal evidence of older cars getting better economy from higher octane gasoline. Try a tank or two, record your mileage, then do the math, translating cost-per-gallon to cost-per-mile. The expensive stuff just might turn out to be cheaper. 6) Get back to nature Consider shutting off the air conditioning and opening the windows. (Personally, I don't always mind the heat, but I do mind showing up all sweaty and smelly; the solution is to bring an extra shirt and arrive early, leaving time to change.) Keep in mind that at higher speeds the A/C may be more efficient than the wind resistance from open windows and sunroof. 7) Back off the bling New wheels and tires may look cool, and they can certainly improve handling. But if they are wider than the stock tires, chances are they'll create more rolling resistance and decrease fuel economy. If you upgrade your wheels and tires, keep the old ones. I have fancy sport rims and aggressive tires on my own car, but I keep the stock wheels with a good narrower-tread performance tire in the garage. For long road trips, the stock wheels give a smoother ride and better economy. 8) Clean out your car The more weight your car has to haul, the more gas it needs to do the work. If you're the type who takes a leisurely attitude towards car cleanliness -- and I definitely fall into that group -- periodically go through your car and see what can be tossed out or brought into the house. It doesn't take much to acquire an extra 40 or 50 lbs. of stuff. The difference in economy may be small, but every little bit counts, right? 9) Out with the new, in with the old Many people I know keep their old cars around even after they buy a new one. A spare car, especially if it's an econobox, can be good insurance against temporary rises in gas prices due to world events. The costs of keeping the car may or may not be less then the fuel saved, but it does allow for more predictability in your budget. 10) Don't drive Not a popular thing to say on a car site, I know, but the fact is that if you can avoid driving, you'll save gas. Take the train, ride your bike, carpool, consolidate your shopping trips. And always ask yourself: "Is this trip really necessary?"