Running stationary engines for lengthy periods of time consumes a lot of diesel, so farmers in some parts of the country are seeking for ways to keep them running while using less fuel. This is the concept behind a kit from Gas Equipment Company, which allows users to replace up to 50% of diesel with propane to save money on fuel.
“There can be a savings at that level because of the cost differential between propane and diesel,” says Kevin Pfalser, GEC’s equipment specialist.
Irrigators in the West use variable orifice systems, which might be difficult to set up, according to Pfalser. “We designed this with a fixed orifice to run at a specified rpm,” says the author. In the Delta, we have over 80 units running.
He said the technology has been under development for three years and is now being rolled out across the country. GEC has offices all around the country, from Atlanta to Kansas City.
According to Pfalser, Nebraska has 130,000 wells, with a considerable percentage of them running on diesel. This hybrid fuel kit could help them save money without replacing the engine. It’s no more difficult to install a propane tank in the area than it is to maintain a fuel tank.
The system operates by displacing diesel fuel by metering a particular amount of propane into the fresh air intake upstream of the turbocharger. The system has been safety tested and includes electronic controls. If there are engine problems, such as low oil pressure or a disruption in diesel fuel flow, the electronic controls ensure that the system will shut down.
Savings might be significant in high-service areas. In the Delta, for example, where pumps run 24 hours a day for 80 days straight, the operator can save up to $6 per hour, according to Pfalser.
On a diesel engine, how does propane injection work?
Before the intercooler, the propane is pumped into the airstream and chilled. On the intake stroke, it’s driven into the combustion chamber. On the combustion stroke, the diesel fuel burns normally, while the propane vapour molecules ignite somewhat later.
Is propane a good source of power?
In simple terms, a high compression ratio increases the horsepower output of your engine. It’s also responsible for the vehicle’s excellent fuel economy. According to Onyx Environmental Solutions, which promotes propane engines, engines with up to 400 horsepower are comparable to gasoline engines.
How much power is added by propane injection?
Any % combination of the two can be utilized in a water/methanol injection, ranging from 100 percent water to 100 percent methanol. The most popular is a 50/50 blend, which functions as a cooling agent while also providing additional fuel. You can also use over-the-counter windshield washer fluid, which contains roughly 30% methanol and 70% water. Consider water/methanol as an intercooler in a bottle, if nitrous is a turbo in a bottle. The water component can cool things down and lower EGT, while the methanol component can lower EGT while also acting as an additional fuel source. The lower the EGT, the higher the percentage of water; the higher the amount of methanol, the higher the power gain. Expect a noticeable drop in EGT and a 40-70hp gain when using water/methanol.
Is it possible to run a diesel vehicle on propane?
It is possible to convert a gas or diesel engine to run on propane. The issue with doing it with a diesel is that the fuel no longer provides lubrication. So it’s like running nitrous on a gas engine, with very dry cylinders and a lot of power. Blowing up can be a side effect of both.
Is propane more affordable than diesel?
Q: I’ve heard propane is less expensive than diesel. Is this true? But how does it compare to traditional fuels in terms of total cost of ownership?
A: The cost reductions of propane autogas alone are a significant incentive for school districts and business contractors, particularly those facing budget restrictions. Diesel and gasoline costs have recently dropped dramatically in the United States; nonetheless, propane remains consistently less expensive than both fuels. Propane is 30 percent less per gallon than gasoline and 50 percent less expensive than diesel.
Today, fleet managers must compare gasoline prices at the pump; yet, “fuel” is only one of three “Fs” that have a substantial impact on a fleet’s operations, maintenance, and repair budgets.
Diesel engines are required to install a complicated emissions-after-treatment system, which includes additional fluids and filters, in order to comply with EPA clean air rules. For diesel buses, the emissions-reduction technology adds complexity as well as increased repair and maintenance expenses. Propane burns cleanly, emits less pollutants, and meets EPA criteria with a simple three-gas catalyst, similar to what you’d find in your car. For school districts and private contractors, this is one of many reasons why propane has the lowest overall total cost of ownership.
The second “F” that fleet managers must evaluate before purchasing a vehicle is “fluids.” Diesel engines, unlike propane engines, require more fluids, which has a direct influence on the bus’s operations and maintenance budgets over its lifetime. For proper functioning, diesel engines require more oil by volume, and SCR engines require diesel exhaust fluid (DEF). Finally, don’t forget about gasoline conditioners, which are essential in freezing weather to prevent fuel filters and lines from clogging. Propane engines use less oil per volume and don’t need DEF or fuel conditioners, making them less expensive to run and maintain.
“Filters” is the final “F” to study. A diesel particulate filter (DPF) is necessary for final stage regeneration of pollutants before they exit the exhaust to ensure compliance with EPA emissions guidelines. To avoid blockage, DPFs must be cleaned on a regular basis. The OEM recommends annual cleanings as the system aged. Why? The engine RPMs will be de-rated and the bus will be rendered inoperable if the DPF becomes clogged. This leads to more downtime and higher repair expenses.
Even with rigorous maintenance plans, today’s diesel engines necessitate repairs and replacement parts that are not required by propane buses. Idling time on today’s diesel engines should be kept to a minimum of five minutes. Excessive idling destroys injectors, EGR valves and coolers, turbochargers, and diesel particulate filters while increasing diesel emissions regenerations. This raises the costs of downtime, maintenance, and repairs.
If your school district has sub-zero conditions, electric block heaters are an additional cost to consider while operating diesel buses. Block warmers are a mandatory option for diesel engines in cold climates. Technicians and drivers must be able to: “Unless you “plug in” every day, you risk a bus not starting for morning or afternoon routes. Engine block heaters are frequently missed in TCO analyses “hidden costs” that drive up operational costs through higher electricity bills and higher technician and driver salaries.
Propane improves a school district’s uptime and productivity by reducing downtime caused by diesel’s additional repairs and maintenance. In addition to low fuel prices, propane’s low total cost of ownership accelerates a school’s return on investment and frees up funds for other uses, such as classroom improvements or teacher recruiting.
Is propane a more powerful fuel than gasoline?
For decades, propane vehicles have been widely used and refined, and their power, acceleration, and cruising speed are comparable to those of conventionally fueled vehicles.
Dedicated and bi-fuel propane cars are the two categories of propane vehicles. Only propane can be used in dedicated propane cars. Bi-fuel vehicles are equipped with two different fueling systems that allow them to run on either propane or gasoline. This gives bi-fuel vehicles the option of using either fuel, giving them a longer range than dedicated propane or gasoline vehicles. Additional storage tanks can extend range, however tank size and weight have an impact on payload capacity.
The fuel efficiency of propane automobiles is slightly lower since a gallon of propane has 27 percent less energy than a gallon of gasoline. Propane, on the other hand, has a higher octane rating than gasoline (104112 vs. 8792 for gasoline), and some OEMs produce specialist engines that take advantage of this higher rating. When compared to non-optimized engines, this can result in greater performance and fuel economy.
One reason for propane’s popularity in light- and medium-duty vehicles, such as trucks and taxis, as well as heavy-duty vehicles, such as school buses, is the possibility for decreased maintenance expenses. Propane’s low carbon and low oil pollution properties may help engines last longer. Because the fuel mixture (propane and air) is totally gaseous when it enters the injection system and engine, propane works well in cold weather regions. Because of this, propane-powered vehicles can avoid many of the cold-start concerns that come with diesel vehicles.
Is propane similar to no for a diesel engine?
Unlike gasoline and diesel, propane burns the fuel more effectively and runs faster. Furthermore, diesel engines consume 75% of the fuel whereas gasoline engines consume only 10%. Propane has a good performance for diesel engines since it burns all of its fuel.
Is it possible to install NOS on a diesel truck?
The liquid form of nitrous oxide is bottled and stored. The pressure differential between the manifold absolute pressure and the bottle pressure causes nitrous to change into its gaseous state when injected into an engine. The temperature of the nitrous is significantly reduced as a result of this state transition. As a result, nitrous oxide injection offers much cooler intake air temperatures in addition to raising the concentration of oxygen in the combustion chamber. As a result, the cooler incoming air charge is denser, increasing the amount of oxygen accessible throughout the combustion process. This is especially advantageous in diesels because it can drastically lower exhaust gas temperatures in high-performance applications. By boosting the quantity of exhaust gases flowing into the turbocharger at low engine rpm, nitrous oxide injection can help reduce turbocharger spool times.
When utilized as directed, nitrous oxide injection is relatively safe in diesel engines. Diesel engines are much more durable than normal gasoline engines, allowing them to endure higher cylinder pressures without catastrophic failure. However, every engine has a limit, and a system should be properly tailored to fit the constraints of its intended use. The following are some other issues with nitrous oxide injection systems in diesel engines:
What is the efficiency of a propane engine?
Modern propane engines are 20 to 30 percent more efficient than previous types, requiring 1.6 gallons of propane to produce the same amount of power as one gallon of diesel.
Is it possible to get a diesel?
There are a lot of terrible stories about what nitrous oxide injection can do to the insides of your engine, thus there are a lot of myths about it. The simple truth is that nitrous oxide is a combustion enhancer that has nothing to do with “nitro,” the volatile fuel utilized in high drag racing. When the right amount of nitrous oxide is injected to the combustion process with the right amount of fuel, the horsepower output skyrockets. The optimum base for nitrous injection is a diesel engine. Because most diesel engines run on a rich fuel combination (as evidenced by the trademark black smoke they might release from the tailpipe), nitrous oxide aids in the combustion chamber’s burning of the surplus diesel fuel, allowing for more horsepower to be extracted. Unlike other horsepower enhancers such as propane, nitrous oxide actually cools the engine’s exhaust-gas temperatures, which is the major factor limiting the power output of diesels.