CNG , LPG and Alternative Fuel Conversion Engine and Calibration.

Wide band sensor/ oxygen sensor

2009-01-31T08:43:00.003Z

What is a Wideband sensor?Standard "narrow band" O2 sensors operate between 0 and 1 volts, and are only capable of accurately measuring a stoichiometric air/fuel ratio (e.g. 14.7:1). A richer or leaner condition results in an abrupt voltage change (see Fig 1.) and thus is only useful for qualitative determination. Modern automobiles use this "switch" like sensing at idle and part throttle to make small compensations in fuel delivery to keep the air/fuel ratio near 14.7:1. Wide band oxygen sensors utilize a more sophisticated sensing element which enable it to produce precise voltage output in proportion to the oxygen in the exhaust (see Fig 2.) As a result a wide band sensor can measure accurately from as rich as 9.0:1 to as lean as free air. Wide band sensors used to be cost prohibitive, however recently their wide spread use has resulted in lower prices.

Wide band oxygen sensors utilize a more sophisticated sensing element which enable it to produce precise voltage output in proportion to the oxygen in the exhaust (see Fig 2.) As a result a wide band sensor can measure accurately from as rich as 9.0:1 to as lean as free air. Wide band sensors used to be cost prohibitive, however recently their wide spread use has resulted in lower prices.

CNG fuelled engine: Honda Civic

2008-10-10T09:43:00.000Z

Honda Civic GX

Natural Gas Powered Sedan Review

Let’s correct one ordinary assumption about natural gas powered vehicles; they don’t get better fuel mileage. They do burn cleaner giving you access to high occupancy lanes and the fuel does cost less and the engine oil stays cleaner. You pay for that with a much smaller trunk as the natural gas tank resides there. Resale prices are lower and most importantly, there are far fewer places to literally gas up. Throw in slightly less performance and you wonder why someone would pay $25,195 for a Honda GX? Well. If you live in the city, commute daily, and don’t like the extra maintenance costs of a hybrid or the possibility of ever having to go to a gas station again this is an excellent buy.

Natural gas is lighter than air, and so tends to dissipate into the atmosphere. When confined (for instance inside the trunk) it can reach it's explosive limit, which is from 5% to 15% in air. It is not odourless because an odorant is added to the otherwise colourless and odourless gas. Late model CNG vehicles (built after ECE-R 110) have a lot of safety devices that deal with these properties. An electromagnetic valve mounted at each gastank will close the tank in case of an accident or when the engine or the ignition is turned to the off position. A release limiter will also reduce the amount of gas that can be released in case of a leak in the gas lines. For service of the vehicles or in case the electromagnetic valve fails, the gastank can also be shutoff manually.

It is easy to drive the Honda and the heater works better than any car we have ever tested. It has enough power, but it is not a snappy powerplant as the compressed natural gas (CNG) reduces the energy from the 1.8-Liter engine to 113@6300 and 109@4300 pounds of torque that has the best pollution rate the government gives. Despite this reduced output you don’t get better fuel mileage. Look for 30 mpg in mixed driving whereas we got nearly 34 with the unleaded fueled Civic.

NGV wiring installation

2008-09-12T02:44:00.000Z

The NGV installation wiring and schematic as illustrated above. NGV Kits is very popular in Malaysia due for the petrol price hike. NGV Kits are available for carburetor, fuel injection and sequential injection engines.Proton, the first Malaysia auto-maker is considering fitting all models with NGV (Natural Gas for Vehicles) kits by year-end to help motorists beat the rising cost of fuel. Hopefully the price for these new Proton will be competitive and customer would really enjoy the benefit of Proton NVG.

Proton MPV contest

2008-09-12T02:38:00.000Z

It is time to put your talent to the test. Take a break and put on your thinking cap. Malaysia's first ever national multi-purpose vehicle (MPV) by PROTON is almost ready. And PROTON is giving you a once-in-a-lifetime chance to create history, by giving a name to the MPV.

Think of a name for our newest family member. The best name submitted could win you a brand new Proton MPV. There are other prizes to be won as well.

Sponsor & Eligibility The sponsor of this Proton MPV Naming Contest ("Contest") is Perusahaan Otomobil Nasional Sdn Bhd. ("PROTON").

This Contest is open to all Malaysian residents older than 18 years of age as of 08/09/2008. Each contestant represents and warrants to PROTON that he/she has the right, authority and power to enter into the Contest in accordance with Contest Terms and Conditions and shall provide such proof as PROTON requires.

Oxygen Sensor Description

2008-08-05T05:42:00.002Z

Oxygen Sensor Description Oxygen sensors, or O2 sensors, are required to perform a critical function on your vehicle in the harshest of environments: Measuring the oxygen content of the exhaust just after it leaves the cylinders. The oxygen sensor has to accurately check this red-hot exhaust hundreds of times per minute and send that data to the vehicle computer. The fuel/air mixture hangs in the balance, and you're probably familiar with the symptoms of a bad oxygen sensor: Black smoke from the exhaust, a rotten-egg odor, and poor performance and fuel mileage.

Fortunately, a bad O2 sensor doesn't require a trip to the dealer parts counter. We have oxygen sensors from the top oxygen sensor manufacturers at great prices. Bosch oxygen sensors are original equipment on hundreds of vehicles, and we have Bosch O2 sensors for most of them listed right here. A new Bosch oxygen sensor will restore like-new performance to your import or domestic car, truck, van, or SUV, and you know you're getting an oxygen sensor that's made to the rigorous specifications of your original equipment oxygen sensor.

Refueling natural-gas vehicle-fast fill and slow fill

2008-06-13T04:01:00.000Z

Differences in Refueling Refueling a natural-gas vehicle may also be a little different. The fueling point is typically at the front of the vehicle, although in some NGVs, such as the Honda Civic GX, the fueling point is in the rear. An NGV can be fueled at a "fast-fill" pump in about the same time it takes to fuel any gasoline- or diesel-powered vehicle. Alternatively, an NGV can be fueled in five to eight hours using a "slow-fill" method. The home refueling stations offered by Honda are of the slow-fill variety, requiring car owners to refuel their vehicles overnight.

Two car companies leading the way in NGV design and engineering are Honda and DaimlerChrysler. Honda is the first manufacturer to offer a retail NGV -- the Honda Civic GX sedan, which also comes with a home refueling station the company has dubbed "Phill." The Civic GX is a dedicated NGV, which means it can only run on natural gas. DaimlerChrysler is manufacturing an E-class Mercedes that runs on both gasoline and natural gas. It is given a classification of "NGT," which stands for "Natural Gas Technology," and can travel 621 miles on a single fueling -- 186 miles using natural gas and 435 miles using gasoline.

The Phill Home Refueling Appliance

While vehicles such as the Civic GX and the E 200 NGT are only available in very limited markets (the former in certain western states, the latter in Europe), NGVs are expected to become more widely available to consumers in the next two decades, especially as the price of oil continues to rise. When that happens, being green will be a little bit easier.

Source: Howstuffworks

CNGDI Engine for Light Duty Vehicles

2008-05-02T08:11:00.000Z

This engine has been designed based on the 1.6 litre CamPro engine owned by Proton Berhad. All operatiosn were simulated and optimised using high performance computers before fabrication and testing, and this includes the combustion process involving all the moving engine components. This method enables the performance of the engine to be nearly similar to the existing CamPro engine using petrol. A total of two CNGDI engines were assembled in September 2006 for testing and installation.

This project is part of the IRPA-PR programme entitled “CNGDI Engine and Transmission which aims to develop a car using a new combustion concept of CNGDI. The overall programme involves other research groups from UKM as well as other universities, namely UPM, UM, UTP, UTM and UiTM for other components in the car such as tanks, fuel system, electronic control unit, exhaust system and car chassis. It also involves active participation from industrial collaborators, namely Proton Berhad and Petronas in order to ensure the success of the project. As a result, two cars using the CNGDI engine prototypes have been successfully produced.

Nissan Adds Diesel Hybrid and CNG Models to Atlas H43 Lineup

2008-04-15T01:54:00.008Z

Nissan Adds Diesel Hybrid and CNG Models to Atlas H43 Lineup Written by Technology Department - Source Nissan Sep 28, 2007 at 12:00 AM

TOKYO (Sept. 28, 2007) -- Nissan Motor Co., Ltd. today announced that it has added Diesel Hybrid and CNG (Compressed Natural Gas) models to its Atlas H43 lineup of light-commercial vehicles in Japan. These new models, which go on sale today at Nissan dealers nationwide, offer outstanding fuel economy combined with clean exhaust emissions. They have been added to the lineup as part of the company's actions under the Nissan Green Program 2010, Nissan's medium-term environmental plan that is focused on reducing CO2 emissions. The new Atlas H43 Diesel Hybrid achieves class-leading heavy-duty vehicle fuel economy*1 of 11 km/L and complies with Japan's 2015 heavy-duty vehicle fuel economy standards. The Atlas H43 Diesel Hybrid is certified by the Ministry of Land, Infrastructure and Transport as a low-emission vehicle, reducing nitrogen oxide (NOx) and particulate matter (PM) emissions by an additional 10% from Japan's 2005 exhaust emission regulations. It also complies with the 2005 low-emission vehicle standards of the low-emission vehicle designation system adopted by eight Kanto region prefectures/cities. The Atlas H43 Diesel Hybrid features a power take-off (PTO) parallel drive system with the diesel engine and traction motor connected to separate drive shafts, allowing the vehicle to be powered by the diesel engine alone (in the unlikely malfunction of the hybrid system). The Atlas H43 CNG model, fueled by compressed natural gas, is certified as a low-emission vehicle, emitting 10% fewer NOx and PM emissions than the levels required by the 2005 exhaust emission standards and also complies with the 2005 low-emission vehicle designation standards. The CNG model delivers class-leading power performance while achieving its notably clean emissions. An automatic engine stop-start system is provided as standard equipment, helping improve practical fuel economy and further reducing carbon dioxide (CO2) emissions. The Nissan Green Program 2010 is based on the philosophy of "providing the right technology to the right market at the right time and with the right value to the customer." Nissan aims to design and engineer products that meet a wide variety of customer needs, as demonstrated by the new Atlas H43 Diesel Hybrid and CNG models.

CNG Model
Drive system	Cabin	Model	Body	Max. payload	Bed	Engine	Transmission	Grade	Price (yen)
2WD	Standard Cabin	Full Super Low	Standard	2.0 tons	Exclusive van chassis	4HV1 4.6L CNG-MPI	5MT	DX	4,198,950
5MT: 5-speed manual transmission Smoother Autoshift: A manual-transmission-based gearbox with fully automated clutching and shifting operations Standard Cabin: 5-speed transmission, Semi-wide cabin and Wide Cabin: 6-speed transmission

SOURCE: http://www.hybridcar.com/index.php?option=com_content&task=view&id=511&Itemid=122

Integrated Dual-Fuel™ technology – working with OEMs

2008-04-09T03:42:00.000Z

Integrated Dual-Fuel™ technology – working with OEMs In addition to providing a Retro-Fit Dual-Fuel™ technology, Clean Air Power has been developing a manufacturer branded and supported integrated product. Tests have already demonstrated that a contemporary integrated system will deliver at least 70% overall gas substitution, giving fuel savings of 9p/km per vehicle per year, with CO₂ savings of 26 tonnes yearly. Clean Air Power’s integrated C12 product is already certified to Euro 4 standards.

The Dual-Fuel™ Electronic Control Unit (ECU) can be integrated with Original Equipment Manufacturers’ (OEMs) ECU. This enables the Dual-Fuel™ ECU to control the engine ECU, ensuring optimum conditions for Dual-Fuel combustion. This integration has been successfully achieved on DAF and Mercedes engines and will form the core of any Dual-Fuel application to an engine with OEM cooperation.

Source : CLEAN AIR POWER

Dual-Fuel™ Engine Technology Facts.

2008-04-09T03:39:00.000Z

Dual-Fuel™ Engine Technology Facts:

Engine runs on natural gas with diesel pilot ignition

At full power diesel fuel is 10% of total fuel - normal operation is up to 85% natural gas substitution

Runs on 100% diesel fuel until engine coolant is at operating temperature

Under normal operation, can run solely on diesel at light loads*

Under normal operation, can run solely on diesel at full power*

Uses a standard electronically-controlled diesel engine

Maintains electronic control of both gas and diesel injection

Base diesel ECU is retained

Dual-Fuel™ ECU controls gas operation and modifies diesel demand for the diesel engine ECU

Automatically reverts to diesel only when gas supply is out of acceptable parameters

Recent introduction of a combustion knock sensor protects the engine from variable gas quality

The operating system in the technology automatically switches the engine from diesel to natural gas when the truck reaches optimal load, making it particularly suited to long haul heavy trucks. Dual-Fuel™ can be turned off at any time, enabling the engine to operate totally on diesel. This switch from diesel, or to dual fuel is almost imperceptible, even while the vehicle is moving.

Dual-FuelTM technologies: Diesel and CNG

2008-04-09T03:33:00.001Z

Current Dual-Fuel™ Technology Dual-Fuel™ is fitted onto a standard diesel engine, which operates unchanged, except power is generated by mostly clean natural gas. A measured quantity of natural gas is mixed with the air just before it enters the cylinder and compressed to the same levels as the diesel engine to maintain efficiency.

The natural gas mixture does not ignite spontaneously under compression, so the Dual-Fuel™ engine uses a small injection of diesel fuel, around 10% of the total energy of the fuel, to ignite the main charge of gas and air. This small "pilot" injection acts like a multitude of microscopic spark-plugs, setting off clean and efficient combustion of the lean gas-air mixture.

Natural gas burns cleaner than diesel due to its inherently low carbon content.

When Natural gas replaces 90% of the diesel through Dual-Fuel™ it can reduce CO₂ emissions by up to 25%, yet fuel-efficiency and power remain equivalent to that of the original diesel engine.

Clean Air Power believes that no dedicated natural gas trucks can match a Dual-Fuel™ truck for efficiency and performance.

Source: CLEAN AIR POWER

CNG bus

2008-03-17T02:29:00.000Z

Source: CLEAN AIR INITIATIVE website

Natural gas (85 to 99 percent methane) is a fossil fuel, clean burning, cheap and abundant in many parts of the world. Because natural gas is mostly methane, Natural Gas Vehicles (NGVs) have much lower non-methane hydrocarbon emissions than gasoline vehicles, but higher emissions of methane. Since the fuel system is closed, there are no evaporative emissions and refueling emissions are negligible. Cold-start emissions from NGVs are also low, since cold-start enrichment is not required; this reduces both VOC and CO emissions. NOx emissions from uncontrolled NGVs may be higher or lower than comparable gasoline or diesel vehicles, depending on the engine technology, but are typically slightly lower.

As a substitute for conventional diesel engines with high sulfur fuel, NGVs should have somewhat lower NOx and substantially lower PM emissions.

There are three types of natural gas vehicles, which can all be manufactured specifically to operate on natural gas or converted from conventional vehicles (1):

1.Bi-fuel, where the vehicle can operate either on natural gas or gasoline
2.Dual-fuel, where the vehicle operates either on diesel only or diesel and natural gas, with the combustion of diesel used to ignite the natural gas (1). For more information on this option, see the "In-Use Buses: Conversions" section.
3.Dedicated, which operate entirely on natural gas.

Most vehicle manufacturers offer the dedicated option only, because of higher reliability.

Most compressed natural gas (CNG) buses are equipped with a diesel engine modified to a spark-ignition engine that is optimized for the use of natural gas. Gas cylinders are installed that can be refueled at gas stations with compressed natural gas. Such engines can be of two basic types:

Stoichiometric - this type enables the use of a three-way catalytic converter as in common gasoline cars.
Lean burn (high air/fuel ratio) - this type is 10-20% more fuel efficient than stoichiometric engines (3), but also has higher NOx emissions. A three-way catalytic converter is unsuitable, but oxidation catalysts can be employed. The great majority of heavy-duty natural gas engines are of this design (3).

In general, CNG buses are between 17% and 41% less fuel efficient than conventional diesel buses(4)(5). They have a substantially lower driving range than diesel buses (4) - e.g. in (4) CNG buses are described as having a driving range of about 300 miles (of course depending upon the capacity of the gas cylinders) compared to a little more than 400 miles for diesel buses.

Baytech Announces 6.0-Liter CNG Engine and Vehicle Certifications

2008-03-10T09:26:00.001Z

22 January 2007

Baytech Corporation has received 2006 and 2007 EPA and CARB certifications for its compressed natural gas (CNG) fueled GM 6.0L heavy duty engines, and medium- and light-duty vehicles equipped with the GM 6.0L engine.

Heavy-duty engines are available in both dedicated CNG and bi-fuel (CNG or gasoline) configurations in all 50 states. Dedicated CNG medium and light duty vehicles are available in all 50 states and are certified SULEV; bi-fuel is available only in states that do not require CARB standards.

As part of the certification process, Baytech successfully achieved OBD-II compliance approval from CARB for the medium and light duty 6.0L CNG vehicles. OBD-II approval work was jointly funded by the South Coast AQMD, with additional support provided by Clean Energy.

The Baytech heavy duty CNG 6.0L engines are certified for use in the GM Topkick/Kodiak C Series and W4500, Isuzu NPR HD, GM Express/Savana Van Cutaway, and Workhorse heavy-duty vehicles with Gross Vehicle Weight Ratings ranging from 14,000 lb to 37,600 lb. Heavy duty engine emissions testing was funded in part by the Texas Commission on Environmental Quality.

Medium and light duty CNG vehicles certified by Baytech include the GM W3500, Isuzu NPR, Workhorse chassis, GM Silverado/Sierra 2500HD/3500 Classic pickup trucks and Chassis Cab, and GM Express/Savana Full-Size Van and Van Cutaway. All dedicated CNG medium and light duty vehicles are certified SULEV.

The CNG fueling systems incorporate Baytech’s sequential Multi-Port Fuel Injection technology for gaseous fuels. Baytech’s engine calibration software provides optimized closed-loop fuel control, spark advance and other engine parameters. Engine diagnostics functions are accessed through the vehicle’s diagnostic port with the same scanners used for gasoline diagnostics.

Since 1991, Baytech Corporation has developed and marketed high-performance EPA and CARB certified CNG fuel injection systems for GM, Isuzu and Workhorse vehicles that meet stringent emissions standards. In 2005, Baytech transferred its gaseous sequential MPFI technology to propane fuel.

CNG AND PROPANE ENGINE CERTIFICATIONS

2008-03-10T09:21:00.001Z

BAYTECH ANNOUNCES 8.1L CNG AND PROPANE ENGINE CERTIFICATIONS

LOS ALTOS, CALIF. June 21, 2005 - Baytech Corporation has received 2005 and 2006 EPA and CARB certifications for Baytech's propane and compressed natural gas (CNG) fueled GM 8.1L heavy-duty engines. Popular vehicle applications include shuttle buses, bobtails, delivery trucks, flatbeds, utility bodies, RVs, and step-van models. They are available in both dedicated and bi-fuel (propane or CNG and gasoline) configurations.

The Baytech propane and CNG 8.1L engines are certified for use in the GM Topkick/Kodiak C Series and Workhorse heavy-duty vehicles with Gross Vehicle Weight Ratings ranging from 16,000 lb to 37,600 lb. The engines are also certified for the GM Silverado/Sierra 2500HD/3500 pickup trucks (Federal) and Chassis Cab (Federal and CA). The Baytech engine families have been certified to the lowest California emission standards possible for each weight class, including ULEV and SULEV.

Both the propane and CNG fueling systems incorporate Baytech's sequential Multi-Port Fuel Injection technology for gaseous fuels. Baytech's engine calibration software provides optimized closed-loop fuel control, spark advance and other engine parameters. Engine diagnostics functions are accessed through the vehicle's diagnostic port with the same scanners used for gasoline diagnostics. "We are confident that our customers will be very happy with the product we have developed," says Richard Turner, Baytech Vice President.

Since 1991, Baytech Corporation has developed and marketed high performance, EPA and CARB certified CNG fuel injection systems for Chevrolet, GMC and Isuzu vehicles to meet stringent emissions standards. Baytech transferred its gaseous sequential MPFI technology to propane fuel, funded in part by the Texas Commission on Environmental Quality. Baytech is an EPA and CARB certified small volume OEM manufacturer, providing the CNG and propane fleet markets with high performance, EPA and CARB certified engines and vehicles.

Air-power car- arguments

2008-02-15T08:31:00.001Z

1. We need to be careful (as green-oriented folk) to distinguish between products that reduce emissions vs products that simply transfer emissions somewhere else. It is not true that a vehicle like this has no emissions. The emissions have occurred in the power plant that generated the electricity for the compressor.

If the power plant is fossil-fuel based then it only reduces emissions if the overall energy per mile is lowered. Unfortunately I suspect that the fact that the tax system skews petrol prices upwards vs centrally generated electricity will make the low running costs of this be assumed to translate to low emissions.

What is true is that if this technology is twinned with renewable (eg wind/solar) then it does have great potential. Again unfortunately there is the potential for nuclear proponents to suggest that this is a good way forward, based on it being away to convert nuclear energy into vehicle motion with no emissions. But how green do we view nuclear energy?

2. I have wanted a Mini cat ever since I saw one. But I want to own a Pink one. Is that possible and if you have one in stock please send me pictures. I believe that the Minicat is the new and improved car. It looks cool and saves the earth. But it dosent have a back seat. just kidding if you kno what I mean. Thanks! Katie

3.You hippies won't be happy until we all live in grass huts and ride bikes everywhere. Someone comes out with a new product that is revolutionary to say the least and you tear it down and discredit it as if it was a fraud. Whats really funny is, I don't know a single SierraClub member or "Environ-mentalist" who actually goes out and works in the forests or high country. They very people you bash (4x4 drives, dirtbike riders, etc) are the ones who fight to keep trails open and work hand in hand with BLM and the Forestry Department. If you ask me, the hippies are the real fraud.

4.Isothermal compression/expansion changes availability, thus acting as storage with a tank. The air car uses near isothermal. Like an electric car except less expensive, and no need for new batteries. Hope they get it out!!

BTW, look at www.annualizedgeosolar.com. Their technology for a self-heating/cooling house could be added to an existing house if someone was willing to do the work needed. I'm modifying my own - starting in May, 2005.

5.I have been watching the progress, or lack of it, on the air powered car for some time, but when will it be available? As for the arguement that emmissions are just transferred to the power station, that is stupid, at least at the power station there is the possibility of controlling emmission, this is not so with individual fossil burning cars.

Air car ready for production

2008-02-15T08:24:00.000Z

The Air Car. The use of compressed air for storing energy is a method that is not only efficient and clean, but also economical. In 1973 CAES (Compressed Air Energy Storage) installed their first compressed air energy storage plant in Germany, making use of natural underground caves for compressed air storage and taking advantage of the surplus energy produced by the generating plants. Later on similar plants were installed in the United States (Alabama and Ohio). Compressed air is an energy vector that can be used, in a viable way, to transport both people and goods. One possible alternative is the air-powered car. There are at least two ongoing projects that are developing a new type of car that will run on compressed air. In this article, you will learn about the technology behind two types of compressed-air cars being developed and how they may replace your gas guzzler by the end of the decade!

Natural Gas Incentives and Laws

2008-02-04T09:08:00.000Z

Source: Alternative Fuel About

Many federal and state incentives encourage use of natural gas as an alternative fuel. Select a state below to view natural gas related incentives and laws in that state. The legend signifies the number of incentives and laws available in each state using a color code. You may also view Federal Natural Gas Incentives and Laws. Or search for incentives and laws for other fuel types and advanced vehicles by going to the main Incentives and Laws section of this site. These results reflect those for compressed natural gas (CNG) and liquefied natural gas (LNG).

The Civic GX NGV engine specifications

2008-01-30T02:44:00.000Z

The Civic GX NGV: looks like a Civic, drives like a Civic, and runs on clean, domestic natural gas.

Engineered for the Environment

Advanced Technology Partial-Zero-Emission Vehicle (AT-PZEV)*
Fueled by Compressed Natural Gas (CNG) for nearly zero emissions
Convenient Phill home refueling
HOV access in many states
113-hp, 1.8-Liter, 16-Valve, SOHC i-VTEC® 4-cylinder engine

Civic Minded

Aerodynamic exterior
Two-tier instrument panel
MP3/Windows Media® Audio (WMA) playback capability

*AT-PZEV rated by California Air Resources Board (CARB).

Compressed air power car concept worldwide.

2008-01-24T07:20:00.000Z

PHOTO CAPTION: MDI MiniCat compressed air-powered car is said to go 125-170 miles on 25kWh of electric power and at freeway speeds. Source : http://www.evworld.com

Is it really possible to run a four passenger car or a minivan or a pickup on nothing but compressed air? Developed by Moteur Developpement International, the Compressed Air Engine might just be best thing to have happened to the motor engine in years. And now, one of the first commercial applications for the zero-emission engine, the Air Car, will be starting production relatively soon, thanks to India’s TATA Motors. There’s fuel, there’s renewable fuel, and then there’s uber-renewable fuel- and a car that runs off of air is sure to fall into the third category. Here’s hoping we see these on streets all over the world sooner than later! The French Connection, a compressed air powered MDI MiniCat

Air-power car: Two Cylinder Air-Compression Engine

2008-01-24T07:13:00.000Z

Two Cylinder Air-Compression Engine Photo courtesy Zero Pollution Motors The e.Volution will be able to travel about 124 miles (200 km) before being refueled with compressed air. Within the next two years, you could see the first air-powered vehicle motoring through your town. Most likely, it will be the e.Volution car that is being built by Zero Pollution Motors, in Brignoles, France. The cars have generated a lot of interest in recent years, and the Mexican government has already signed a deal to buy 40,000 e.Volutions to replace gasoline- and diesel-powered taxis in the heavily polluted Mexico City. Makers of the e.Volution are marketing the vehicle as a low pollution or zero pollution car. However, there is still some debate as to what the environmental impact of these air-powered cars will be. Manufacturers suggest that because the cars run on air they are environmentally friendly. Critics of the air-powered car idea say that the cars only move the air pollution from the car's exhaust to somewhere else, like an electrical power plant. These cars do require electricity in order for the air to be compressed inside the tanks, and fossil fuel power is needed to supply electricity.

The e.Volution is powered by a two-cylinder, compressed-air engine. The basic concept behind the engine is unique (see this page for details) -- it can run either on compressed air alone or act as an internal combustion engine. Compressed air is stored in carbon or glass fiber tanks at a pressure of 4,351 pounds per square inch (psi). This air is fed through an air injector to the engine and flows into a small chamber, which expands the air. The air pushing down on the pistons moves the crankshaft, which gives the vehicle power.Photo courtesy Zero Pollution Motors

Exhaust from the e.Volution vehicle's engine, seen here, will contain no pollutants. Zero Pollution Motors is also working on a hybrid version of their engine that can run on traditional fuel in combination with air. The change of energy source is controlled electronically. When the car is moving at speeds below 60 kph, it runs on air. At higher speeds, it runs on a fuel, such as gasoline, diesel or natural gas. Air tanks fixed to the underside of the vehicle can hold about 79 gallons (300 liters) of air. This compressed air can fuel the e.Volution for up to 124 miles (200 km) at a top speed of 60 miles per hour (96.5 kph). When your tank nears empty, you can just pull over and fill the e.Volution up at the nearest air pump. Using a household electrical source, it takes about four hours to refill the compressed air tanks. However, a rapid three-minute recharge is possible, using a high-pressure air pump. The car's motor does require a small amount of oil, about .8 liters worth that the driver will have to change just every 31,000 miles (50,000 km). The vehicle will be equipped with an automatic transmission, rear wheel drive, rack and pinion steering and a 9.5 foot (2.89 m) wheel base. It will weigh about 1,543 pounds (700 kg) and will be about 12.5 feet (3.81 m) long, 5.7 feet (1.74 m) tall, and 5.6 feet (1.71 m) wide. In October, the e.Volution made its public debut in Johannesburg, South Africa, at the Auto Africa Expo 2000. Zero Pollution said that the car will go on sale in South Africa in 2002, but didn't say when the car would be available in other parts of the world.

World's First Air-Powered Car: Zero Emissions by Next Summer: What??

2008-01-11T02:29:00.000Z

RE: World's First Air-Powered Car: Zero Emissions by Next Summer MDI Air Car is the only invention that will tremendously be an assets in resolving the World Global Warming and the Energy Crisis; This technology is just on the infancy stage and there will be more inovation that mankind can imporve the AIR CAR of the future. However the real problem in utilizing this technology are the Oil Companies of the World, that have so much influence on every Politicians/Government of the FreeWorld. Eventually in about three decades from now; Mankind must do a TRIAGE for it's survival, I hope it is not too late for this place called Earth and it's Human being and other Bio Life to have an alternative choice to sustain it's SURVIVAL. RE: World's First Air-Powered Car: Zero Emissions by Next Summer We'll see how the India roll-out goes. Ultimately if it lives upto MDI's promises then there will be such demand and potentially EU legislative pressure deals could be struck in the form of other manufacturers eg. the japanese getting the license to co-develop the engine/CF tanks further, bolstering it's feasibility/viability. I had heard that BMW have the technological capability to produce 10000psi CF tanks, but there may be practical limits over what the prospective infrastructure would be able to supply un that regard. Regarding safety; MDI insist their impact tests/gun shot/fire tests conclude the plastic over carbon fibre tanks are safe, and only split rather than explode. I can't see they would have proceeded with development if there was a serious flaw - it just wouldn't have been worth their time. Anyway, it's all subject to independent tests. We'll leave the US behind if we have to, they're handcuffed by oil lobbyists. The difference now is George W Bush doesn't need lobbying much, he's out to help out his pals. RE: World's First Air-Powered Car: Zero Emissions by Next Summer We need to make exceptions to our safety and pollution laws, for all sorts of high efficiency light vehicles. A special category, that is mandated by the federal government. We are in an economic war with OPEC. Let's get serious. We are also at war with our own auto industry. Which just wants us to buy expensive vehicles, and the oil companies which want us to stick to oil

World's First Air-Powered Car: Zero Emissions by Next Summer

2008-01-11T02:23:00.000Z

This six-seater tax, which should be available in India next year, is powered entirely by a tank filled with compressed air.

By Matt Sullivan

Published in the June 2007 issue. India’s largest automaker is set to start producing the world’s first commercial air-powered vehicle. The Air Car, developed by ex-Formula One engineer Guy Nègre for Luxembourg-based MDI, uses compressed air, as opposed to the gas-and-oxygen explosions of internal-combustion models, to push its engine’s pistons. Some 6000 zero-emissions Air Cars are scheduled to hit Indian streets in August of 2008. Barring any last-minute design changes on the way to production, the Air Car should be surprisingly practical. The $12,700 CityCAT, one of a handful of planned Air Car models, can hit 68 mph and has a range of 125 miles. It will take only a few minutes for the CityCAT to refuel at gas stations equipped with custom air compressor units; MDI says it should cost around $2 to fill the car’s carbon-fiber tanks with 340 liters of air at 4350 psi. Drivers also will be able to plug into the electrical grid and use the car’s built-in compressor to refill the tanks in about 4 hours. Of course, the Air Car will likely never hit American shores, especially considering its all-glue construction. But that doesn’t mean the major automakers can write it off as a bizarre Indian experiment — MDI has signed deals to bring its design to 12 more countries, including Germany, Israel and South Africa.

CNG car : New released

2008-01-08T07:00:00.000Z

Honda Offers Civic That Runs on Natural Gas

Honda has announced a new Civic for 2008 that runs on compressed natural gas, making it nearly free of harmful emissions. The California Air Resources Board calls the GX an Advanced Technology Partial-Zero- Emission Vehicle, while the American Council for Energy-Efficient Economy gave the 2007 GX a high score as one of the 2007 Greenest Vehicles. Honda claims the technology and learning from the GX will help make fuel-cell technology available sooner.

2007 Honda Civic GX - Compressed Natural Gas (CNG) Vehicle can be used with the Phill home refueling appliance from FuelMaker.

Natural gas vehicles in Malaysia.

2008-01-03T02:56:00.000Z

The number of natural vehicles in Malaysia is drastically increasing. This due to the RM0.50 rising price of gasoline to RM1.92. And there is a rumor of price hike for this year. This situation triggered a big headache to the public on how to resolve the problem. The low income people already pushed the panic button to find alternatives. Malaysia natural gas reserve is fourth fold of oil. This is a fact. And Malaysia should encourage public and exploit the natural vehicles actively. The reduction 25% of road-tax is a good start to promote natural gas. The price of CNG nowadays is only RM0.68/l compare to RM1.92/l of gasoline, which is 1/3 of gasoline price. But one of the main problem is the availability of fueling station nationwide. The number of fueling station in Malaysia is small and most of refueling stations are located in Klang valley. It is informed that the cost of building refueling station is high, thus it is not economically compare to the number of NGVs user. Therefore, it end up a long queu for CNG fueling. Most of NGVs in Malaysia are conversion vehicles; either gasoline-based or diesel based engine. There's no major modification to the engine have been done.The intake runner, the MOP, compression ratio, piston crown, the ECU, engine mapping are all remain as OEM deleivered. Iin order to convert the vehicle, they need to fork-up about RM3000 to RM4000 for CNG instrument for instance; regulator, piping, valve etc. Most of them do not re-map the ECU which is the main requirement for engine optimization. Therefore, they end up with several issues; under power, bulky storage, cranking problem in the morning and ECU hair wired. This has risen attention to local expertise to assist the situation. And few CNG research programs has been initiated by few local higher learning institutions. The CNG characteristic and it combustion are well studied. Thus, to overcome the situation; a few suggestion has been made to improve and promote NGVs in Malaysia. (a) The introduction of bi-fuel engine from OEM. No conversion kit. This accelerate the need of more fueling station. (b) More government incentive to NGVs user as such road tax, insurance and so on. (c)Public awareness of air pollution.

1999 DODGE CHARGER R/T CONCEPT VEHICLE

2007-07-17T09:27:00.000Z

Muscle Car Era Meets Future Technology in New Concept Dodge Charger

LPG OR CNG

2007-07-17T09:20:00.000Z

WHAT ARE THE DIFFERENCES BETWEEN LPG AND CNG?

As supplier of LPG and CNG systems we try to give more information about the differences between LPG and CNG systems. The systems look simular but are totally different.

This photo shows a CNG pressure regulator.

The differences are:	LPG	CNG
power loss ±	10 %	20 %	unless special engine
Mileage ±	1 L.: 10 KM.	1 L.: 5 KM.	CNG at 200 bar
Tank pressure ±	10 bar	200 bar
60 litres tank useble ±	60 x 80% = 48 Litres	200 bar-30 bar = 170 bar	± 30 bar residual pressure
Filling time 60L tank LPG nett 48 litres ±	3 minutes - std.	5 hours - slow fil.	No pre pressured CNG
Filling time 60L tank LPG nett 48 litres ±	3 minutes -std.	3 minutes or more fast fil.	240 bar pre pressured CNG
actieradius ±	48 x 10 = 480 km	60L x 170bar / 200bar x 5 = 255 km
Additional weight ±	60 kilo	80 kilo	unless smaller petrol tank
Conversion costs ±	2250 €	4500.- €
FUEL costs a litre ±	0.34 €	0.05 €	prices in Holland

This photo shows a LPG pressure regulator.

The following questions can help you by deciding to have a conversion CNG.

- Are there CNG filling stations in the area where you use your car? - Do you normally drive less then 225 km a day? - Are you willing to wait over 10 minutes for filling up your car? - Can you accept: it's only possible to fill your tank for 170 bar or less? - If you install your own filling station are you willing to wait ± 6 hours to fill your tank?

If you answer most of the questions with "yes" you might consider a CNG conversion.

The following questions can help you by deciding to have a conversion to LPG.

- Are there LPG filling stations in the area where you use your car? - Do you normally drive less then 430 km a day?

If you answer most of the questions with "yes" you might consider an LPG conversion.

Turn Vegetable Oil into Biodiesel Fuel

2007-07-17T09:08:00.000Z

The rising cost of fuel is prompting more people to look into alternatives. Aside from riding a bicycle, people are looking into alternative fuel sources. Many alternative fuel choices are too difficult or costly to even consider, but one, biodiesel, seems to stand out as a perfect option. The most popular known alternative fuel is ethanol. However, it is hard to find and requires a special engine or engine modifications for use in a vehicle. Biodiesel, on the other hand, can be used in any diesel engine without modifications. While it is not easy to find in the mainstream, it can be easily made at home. Many people have not heard of biodiesel. It is a natural fuel, made from vegetable oil. Biodiesel is made through a simple process of mixing some common and non-toxic ingredients. It does not produce any harmful byproducts either. There are kits available to make biodiesel. They can cost thousands of dollars, but when comparing that to the savings over other fuel options, it is a bargain. Biodiesel costs roughly 70 cents per gallon. The savings are obvious. Before starting to make your own biodiesel, you should do some research into it. The internet is a great source for information about biodiesel and making biodiesel. There are also companies that sell the kits and offer you everything you need to start making your biodiesel. Biodiesel can be made using vegetable oil or canola or soy oil. It is a clean burning fuel, which means that it does not give off harmful emissions that cause environmental effects. Biodiesel can be used in any diesel running vehicle, however, many warranties do not cover the use of biodiesel. Should damage result from the use of biodiesel the manufacturers warranty is void. This, though, should be quick changing as more and more people are starting to find biodiesel as the best choice for their fuel needs. Source: http://www.biodieselathome.net

Spark ignition natural gas engines—A review

2007-07-04T08:17:00.000Z

This paper I found at ScienceDirect directory which described the history and technology of natural gas engine. Very informative paper for researher on this particular topic.You can dowload the paper for free. I enclosed the abstract for your quick reference. Natural gas is a promising alternative fuel to meet strict engine emission regulations in many countries. Natural gas engines can operate at lean burn and stoichiometric conditions different combustion and emission characteristics. In this paper, the operating envelope, fuel economy, emissions, cycle-to-cycle variations in indicated mean effective pressure and strategies to achieve stable combustion of lean burn natural gas engines are highlighted. Stoichiometric natural gas engines are briefly reviewed. To keep the output power and torque of natural gas engines comparable to those of their gasoline or Diesel counterparts, high boost pressure should be used. High activity catalyst for methane oxidation and lean deNOx system or three way catalyst with precise air–fuel ratio control strategies should be developed to meet future stringent emission standards. CLICK HERE FOR MORE INFO

Engine Calibration Methods and Tools

2007-05-24T03:25:00.000Z

Source: FEV Modern engine developments are significantly impacted by overall efficiency. The goal is to optimize the trade-off between quality, timing and costs. Additionally, this situation is intensified by the distinct increase in the complexity of almost every area of modern diesel engine technology (Homogeneous Charge Compression Ignition, advanced injection strategy, hybrid, Selective Catalytic Reduction, NOx adsorber and decoupled governing). Furthermore, it is apparent that all phases of the development, starting from concept to SOP, are impacted. FEV supports the development process through the use of standardized methods for the appropriate tools, to further improve FEV’s high level status as a valuable and proven development partner in all areas of engine development. These tools have to be acquired and oriented directly by the needs of current and future complex diesel development. Consequently, original ideas that include integrated diesel engine knowledge and intelligent solutions are utilized by all of the technical departments of FEV’s diesel group. Flexibility and preparedness for future development requirements, which are the best basis to illustrate proven results and robust solutions of our customer’s goals, has led FEV to install and complete these standards, methods and tools through it’s own development department. All tools are tested and proven under real life operating conditions and finally integrated into FEV’s TOPexpert program. For more detailed information, please refer to Functions & Methods under TOPexpert tools. The integrated and tool-supported development will result in saving resources, time and expenses through the growth of off-line activities that enable high quality solutions by using a numerical solver. Engine Calibration Methods and Tools These tools will support the capabilities of engineering, but will never be a substitute for them. It is only through the appropriate integration of such tools to the development program that will lead to the intended quality and guarantee target achievements. The validation of tool-aided diesel engine development results in real boundary conditions and is necessary for providing proven solutions to our customers. FEV’s diesel group is working on appropriate next generation methods and tools to satisfy future, advanced diesel development goals for our clients.

Alternative fuels

2007-05-08T06:00:00.000Z

Alternative fuels are derrived from resources other than petroleum. Some are produced domestically, reducing our dependence on imported oil, and some are derived from renewable sources. Often, they produce less pollution than gasoline or diesel. To promote alternative fuels, the Federal government offers tax incentives to consumers purchasing qualifying alternative fuel vehicles. E85 Pump Label Ethanol is produced domestically from corn and other crops and produces less greenhouse gas emissions than conventional fuels. Biodiesel Logo Biodiesel is derived from vegetable oils and animal fats. It usually produces less air pollutants than petroleum-based diesel. CNG Logo Natural gas is a fossil fuel that generates less air pollutants and greenhouse gases. CNG Logo Propane, also called liquefied petroleum gas (LPG), is a domestically abundant fossil fuel that generates less harmful air pollutants and greenhouse gases. DOE Hydrogen Program Logo Hydrogen can be produced domestically from fossil fuels (such as coal), nuclear power, or renewable resources, such as hydropower. Fuel cell vehicles powered by pure hydrogen emit no harmful air pollutants. http://www.fueleconomy.gov/feg/current.shtml

MOTEC engine management

2007-01-22T06:03:00.000Z

MOTEC is one of engine management which is very convinient, friendly and easy set and reset. I have tried to tune my car using MOTEC engine management system version M800 couple months ago and the result is very impressive. I did some simulation using LOTUS simulation package to visualise the engine performance before connecting to new ECU. And finally set up to engine dyno ( eddy current typed) and compare with the simulation result, dyno test as well as production or OEM setting. I have some pictures to share with you all my experience with MOTEC engine management system.

Untitled Album

From Untitled Album

OBD-II Diagnostic Trouble Codes

2007-01-09T02:14:00.000Z

What is OBD-II? On-Board Diagnostic systems are in most cars and light trucks on the road today. During the '70s and early 1980's manufacturers started using electronic means to control engine functions and diagnose engine problems. This was primarily to meet EPA emission standards. Through the years on-board diagnostic systems have become more sophisticated. OBD-II, a new standard introduced in the mid-'90s, provides almost complete engine control and also monitors parts of the chassis, body and accessory devices, as well as the diagnostic control network of the car. Why do we need it? The Environmental Protection Agency has been charged with reducing "mobile emissions" from cars and trucks and given the power to require manufacturers to build cars which meet increasingly stiff emissions standards. The manufacturers must further maintain the emission standards of the cars for the useful life of the vehicle. OBD-II provides a universal inspection and diagnosis method to be sure the car is performing to OEM standards. While there is argument as to the exact standards and methodology employed, the fact is there is a need to reduce vehicle emitted pollution levels in our cities, and we have to live with these requirements. Does my car have OBD-II? All cars built since January 1, 1996 have OBD-II systems. Manufacturers started incorporating OBD-II in various models as early as 1994. Some early OBD-II cars were not 100% compliant. to see the dates OBD-II started being included on specific makes and models. There are three basic OBD-II protocols in use, each with minor variations on the communication pattern between the on-board diagnostic computer and the scanner console or tool. While there have been some manufacturer changes between protocols in the past few years, as a rule of thumb, Chrysler products and all European and most Asian imports use ISO 9141 circuitry. GM cars and light trucks use SAE J1850 VPW (Variable Pulse Width Modulation), and Fords use SAE J1850 PWM (Pulse Width Modulation) communication patterns. to see which cars use each system. You may also tell which protocol is used on a specific automobile by examining the connector socket carefully. If the dash connector has a pin in the #7 position and no pin at #2 or #10, then the car has the ISO 9141 protocol. If no pin is present in the #7 position, the car uses an SAE protocol. If there are pins in positions #7 and #2 and/or #10, the car may use the ISO protocol. While there are three OBD-II electrical connection protocols, the command set is fixed according to the SAE J1979 standard. Tell me about that "Check Engine Light". The service industry calls the Check Engine light on your dash an "MIL" or Malfunction Indicator Light. It shows three different types of signals. Occasional flashes show momentary malfunctions. It stays on if the problem is of a more serious nature, affecting the emissions output or safety of the vehicle. A constantly flashing MIL is a sign of a major problem which can cause serious damage if the engine is not stopped immediately. In all cases a "freeze frame" of all sensor readings at the time is recorded in the central computer of the vehicle. Hard failure signals caused by serious problems will cause the MIL to stay on any time the car is running until the problem is repaired and the MIL reset. Intermittent failures cause the MIL to light momentarily and they often go out before the problem is located. The freeze frame of the car's condition captured in the computer at the time of the malfunction can be very valuable in diagnosing these intermittent problems. However, in some cases if the car completes three driving cycles without a re-occurrence of the problem, the freeze frame will be erased. OBD-II and your car's health Because of their investment in the equipment required, most repair shops charge a fee, some-times substantial, to attach the scanning equipment and diagnose problems using the OBD-II system signals. Home mechanics and small shop technicians have been restricted from working with these signals by the cost and technical complexity of the equipment. With the introduction of more economical and user friendly scanning devices, it is now practical for almost anyone to access OBD-II signals and use them for their own testing and repairs. Scanners vary greatly in their complexity. The best connect easily and use software to quickly and automatically call up the OBD-II information. They should have recording ability so that data can be collected during a test drive without distracting the technician driving the car. A system connecting to a laptop or desk top computer provides expanded memory for data and the ability to export data to a spreadsheet or graphing utility. Proprietary Sensor Readings Though not part of the EPA's OBD II standard, the diagnostic read-outs used by dealership technicians are also read through the OBD II connector. These service codes show you such things as knock sensor operation, FI pulse width, ignition voltage, individual cylinder misfires, transmission shift points and ABS brake condition. There can be over 300 readings available, depending on the vehicle manufacturer and model. Vehicles vary in the readings they will support. Scanners vary widely in the number of these signals that they can read. Some show just the basic OBD or OBD II signals, others show the full range of service codes. OBD-II and performance tuning While the vast number of drivers want nothing more than dependable, economical transportation, many of us are looking to OBD-II for extra performance. Earlier on-board computer systems had chips that could be replaced to adjust engine parameters for extra speed and power. While the OBD-II systems are sealed and do not allow chip replacement, they do provide a real time data acquisition system that is useful to tuners. Power loaders can actually reprogram the performance parameters of the OBD-II system to accommodate performance options. At the current time the number of models they can service is limited, but the range is being extended. Be sure the person doing your reprogramming keeps the car in compliance with EPA emission standards. As aftermarket manufacturers develop additional solutions, we will add their information to our links. For information on the AutoTap PC and PDA-based OBDII scan tool, visit www.autotap.com. OBD-II Diagnostic Trouble Codes

Source: Auto Repair

Where'd it come from?

Automotive Diagnostics Kit

2007-01-05T03:39:00.000Z

The Pico Automotive Diagnostics Kit turns your laptop or desktop PC into a powerful automotive diagnostic tool for fault finding the increasing number of sensors, actuators and electronic circuits found on today's vehicles. The automotive kit is based around the highly successful range of Pico automotive oscilloscopes. These high resolution PC oscilloscopes connect to a USB port on your PC and can take up to 512,000 samples per trace, making it possible to capture complex automotive waveforms — including CAN bus signals — and then zoom in on areas of interest. Being PC-based these waveforms can then be saved to your PC for future reference, printed or emailed. Suitable for use with any modern vehicle automotive diagnostics kit The Pico Automotive Diagnostics Kit can be used to measure and test virtually all of the electrical and electronic components and circuits in any modern vehicle including: * Ignition (primary & secondary) * Injectors & fuel pumps * Starter & charging circuits * ABS sensors. Crank & cam sensors * Lambda, Airflow, knock & MAP sensors * Glow plugs / timer relays * Relative compression tests * CAN bus DOWNLOAD FREE: http://www.picotech.com/download.html

HEATED O2 SENSORS

2007-01-05T03:37:00.000Z

HEATED O2 SENSORS To reduce the warm-up time of the sensor, an internal heating element may be used. Heated O2 sensors can reach an operating temperature of as high as 500 degrees C in as little as eight seconds! Shorter warm-up time means the system can go into closed loop fuel control sooner, which reduces emissions and improves fuel economy. Heating the sensor also means it can be located further downstream from the exhaust manifold. more info: http://home.btclick.com/mobiletuning/mt/oxygen.htm

Lambda sensor or oxygen sensor

2007-01-05T03:32:00.000Z

The exhaust gas oxygen sensor (EGO or O2), or lambda sensor, is the key sensor in the engine fuel control feedback loop. The computer uses the O2 sensor's input to balance the fuel mixture, leaning the mixture when the sensor reads rich and richening the mixture when the sensor reads lean. Lambda sensors produces a voltage signal that recognises the amount of unburned oxygen in the exhaust. An oxygen sensor is essentially a battery that generates its own voltage. When hot (at least 250 degrees c.), the zirconium dioxide element in the sensor's tip produces a voltage that varies according to the amount of oxygen in the exhaust compared to the ambient oxygen level in the outside air. The greater the difference, the higher the sensor's output voltage. Sensor output ranges from 0.2 Volts (lean) to 0.8 Volts (rich). A perfectly balanced or "stoichiometric" fuel mixture of 14.7 parts of air to 1 part of fuel gives an average reading of around 0.45 Volts. The lambda sensor's output voltage doesn't remain constant, however. It flip-flops back and forth from rich to lean. Every time the voltage reverses itself and goes from high to low or vice versa, it's called a "cross count." A good O2 sensor on a injection system should fluctuate from rich to lean about 1 per second. If the number of cross counts is lower than this, it tells you the O2 sensor is getting sluggish and needs to be replaced. Most lambda sensors will cycle from rich to lean in about 50 to 100 milliseconds, and from lean to rich in 75 to 150 milliseconds. This is referred to as the "transition" time. If the O2 sensor is taking significantly longer to reverse readings, this too is an indication that it is getting sluggish and may need to be replaced.

Diesel/Gasoline Engine Conversion

2007-01-04T02:21:00.000Z

Converting engines from diesel to CNG requires some good amount of expertise and may involve significant downtime. Suggested engine modifications to assure engine reliability, optimized power, fuel consumption and emissions may include optimizing compression ratio, valve lift, valve timing, exhaust system and intake manifold. Special attention goes to engine cooling, engine lubrication and the potential issue of excessive oil consumption. A properly modified engine can make the same power as the base engine. Diesel Engine Conversions May need to improve cooling system efficiency May need engine oil cooler May need new valve seats, guides and seals May need new pistons and rings Engine compression must be lowered May need a new camshaft Ignition system must be installed Cylinder head modifications are needed to install spark plugs Custom cam or crankshaft position sensors must be made Gasoline Engine Conversions May need to improve cooling system efficiency May need engine oil cooler May need new valve seats For higher efficiency, engine compression can be increased

CNG/LPG Timing Advance Processor

2007-01-03T03:16:00.000Z

Timing advance processor is used in CNG/LPG vehicles. It sends specific signals to ECU of car and as a result the ECU itself advances the spark timing. This results in good pickup and mileage on such alternate fuels. Map1 is used in automatic transmission vehicles.

Compressed Natural Gas.

2006-12-27T04:05:00.000Z

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

2006-12-26T09:29:00.000Z

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

2006-12-15T07:28:00.000Z

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

2006-12-14T03:26:00.000Z

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

2006-12-12T06:12:00.000Z

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.

2006-12-01T10:09:00.000Z

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

2006-11-29T06:54:00.000Z

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

2006-10-13T10:01:00.000Z

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

2006-10-13T09:53:00.000Z

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

2006-10-03T04:33:00.000Z

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

2006-09-22T04:36:00.000Z

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

2006-09-22T04:04:00.000Z

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

2006-02-28T03:47:00.000Z

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

2006-02-21T06:29:00.000Z

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

2006-02-21T04:25:00.000Z

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

2006-02-20T03:51:00.000Z

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?"