Propane for fuel mileage

one man i know have 1999 scania 124 420 and he have LPG system from dieselgasaustralia , system is much cheaper than german/holland origin

cost 4000 us $

it use 25% of lpg and 75% diesel he say he says that it saves 20% money( not fuel-this calculation is based on lower price of LPG compared to diesel and slighty lower diesel consumption )

now he get +100hp and +300nm (220lb-ft)


but do you guys know something about lubrication problems i wonder if is there is something

( if you run car with lpg you would need to have some modifications on fuel injectors for better lubrication because lpg "dries" )

 

IIRC DieselGas Australia went under a few years ago... i was looking into it.

 

I have no data to back this up but I would think that if you ran 2 stroke oil in the desiel at 400:1 that it would replace any lubrication that you would loose as a result of running LPG.

 

I used to work at a oil co in town & we converted all out trucks, pick up service trucks 7 propane delivery trucks to run on propane. it runs on vapor. no liquid. super clean,super high octane. there are also dual carborator units, where you can change from propane to gas, with a flip of a switch.

 

I would have to agree 100% with you on that. I was looking at info on fuel additives just the other day & ran across this thread:

http://www.thetruckersreport.com/tr...wheelers/123723-lubricity-additive-study.html

From the numbers in that study, I'd say you got it about right.

 

The proper application of LPG into a forced induction compression fired diesel burning engine is extremly beneficial. The LPG acts as a catalyst with the diesel and raises the amount of diesel consumed from mid 70% up to 94%. That means that more of the fuel you just lit is being used for energy not for looking cool. The most powerfull engine will have no black smoke under load. All you should see is heat waves if you are properly tuned and under a load. The propane must be used with a forced induction because you need to have a way to regulate the flow of the LPG proportinatly...ON/OFF puts out fires or breaks stuff.

The systems stage in based off of boost pressure because the engine will be running cyclicly (in a circle) the turbo feeds the cylinders, more boost seen to the engine, the engine gives more fuel, more fuel more exhaust, more turbo boost into the engine, into the cylinders.....they feed each other. So proper control of the mix ratio is the only way to use LPG efffectivly in this website's intented audience.

The colder trmperature of the LPG also aids in making the intake air denser and controling the cylinder heat.

 

Where can I get a copy of that video

 

Since diesel actually burns best when there is plenty of oxygen, I would think that an oxygen injection system would provide the best benefit. LP is just another fuel that competes with the available oxygen for the burn. And the main reason for DPF and other devices for particulate control is that with EGR getting pumped into and engine to displace outside incoming air has increased the soot in the burn because their is less oxygen available to the diesel. When in fact, all that needed to be reduced was the amount of nitrogen in the air since this is the source for nitrous oxides. Now with a oxygen injection, the diesel would burn far more effeciently. If you are going to strap another tank with compressed gas on the truck, it might as well be oxygen. It would take far less volume of oxygen in the combustion to increase the efficiency of the burn than another fuel gas like propane or hydrogen. It is conceivable that the amount of oxygen (in liquid compressed form) would not be needed more than the amount of DEF fluid. A gallon of Oxygen would last approximately 400-500 miles. It doesn't take a lot to get results.

Either way, cost to install LP, Oxygen, Hydrogen, etc systems increase the cost and weight. Just one more system to keep up with along with the current crop of SCR, DPF and whatever systems on a truck. Is it any wonder that the Space Shuttle launches were always delayed. We are headed that direction.

 

In theory, adding straight oxygen is just spiffy. In practice, it's a terrific way to make your engine chew itself to pieces.

It's pretty much for the same reasons that racers use n2o (Nitrous Oxide) rather than just oxygen: If you add straight oxygen, yes, the fuel will chemically be able to burn more completely. However, the additional oxygen available at pre-ignition temperatures drastically lowers the octane rating of the fuel used (cetane rating in a diesel), so what you end up with is massive pre-ignition, and craploads of knocking.

With N2O, the nitrogen molecule holds onto that oxygen for dear life, not letting go til after about 1400 degrees. This allows ignition to take place as normal, without pre-ignition or detonation, and after initial ignition, it supplies the extra oxygen to burn more fuel.

 

This is nonsense. Modern diesel engines burn up to 97% of the fuel injected into the cylinders.