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| A conversion of a vehicle
to run as dual fuel on either petrol or Autogas consists of introducing
components to the vehicle and its management system. The conversion can be broken down into two main areas the "front end" and the "back end" |
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| The back end is generally the storage of the Liquid
Petroleum Gas. Consideration should be given to the size and shape
of the tank depending on available / required space in the vehicle.
The different options are described below. The front end is the "business" part of the conversion. There are several different systems on the market and some vehicles respond better to a specific system. Some examples of these systems are given below. |
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A certified conversion of a vehicle to run as dual fuel must comply with regulations that are laid down by Code of Practice 11. This ensures a high quality of equipment and fitting methods are used for the conversion. A typical "quality" conversion can take up to four days to complete depending on any complexities to overcome. The gas "set up" is as important to the running of the vehicle as the conversion itself as it will "manage" the system and its efficiency. Our technical team can answer any specific technical questions you may have if you wish to know more. |
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The LPG/Petrol Changeover Switch is the only item of the conversion that will be visible inside the cab of the vehicle. The switch is a simple two-position rocker switch - "G" for LPG operation and the pump logo for petrol. This may vary between systems. The system will automatically start on petrol, regardless of which position the switch has been left in. |
| If the vehicle
is started with the switch in the LPG position (G), the vehicle
is running on petrol, but will automatically changeover to run on
LPG once the vehicle has reached the preset RPM threshold.
It will remain on gas until the switch is put in the petrol position
(pump logo) or the engine switched off. To maximise the benefits of LPG, it is recommended you leave the switch in the LPG position (G) at all times. Only switch back to petrol mode (pump logo) in the event of the vehicle beginning to run low on LPG. This is indicated by the fuel gauge, which has four green lights and one red light. If the red light is illuminated, it is indicating that the tank level is low and should be either re-filled or the vehicle switched back to petrol mode (pump logo). The LPG gauge will only register while the vehicle is running on LPG. |
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| The tanks come in many different shapes and sizes depending on the vehicle and the specific requirements of the owner. | |
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The Toroidal is made to utilise the spare wheel
compartment. The benefits here are that the useable space in the vehicle is not compromised and the tank is not visible. This can also replace the spare wheel on the underside of the vehicle. |
| The compromises for this shape tank are that the capacity is often reduced and the fact that the spare wheel no longer has a home. Consideration to the spare wheel should be given. There are products available that now prevent punctures and others that repair punctures in seconds so the only concern would be a "blow out". When was the last time you saw a blow out on a car? Tyre development over the last 5-10 years has greatly reduced the risk of "blow out". Some of the leading car manufacturers are producing new vehicles with NO spare wheel. This tank option is a good one if vehicle space is of great importance. | |
| The cylinder tank would normally sit behind
the back seats of a car. This allows for a large capacity tank thus increasing range of the vehicle. Generally easier to fit so cost is often lower and time taken may be reduced. The negative is the vehicle space lost to the tank. For some larger vehicles in particular 4x4's there is sometimes an option of under-vehicle tank arrangements. For some vehicles this may involve replacing the existing petrol tank with a smaller Aluminium tank and fixing a gas tank in place. |
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| The benefits are that no vehicle space is compromised and the spare wheel may remain. The negatives are that the cost is increased and the size often restricts capacity of gas. With a smaller petrol tank range normally remains about the same between fill ups of fuels. | |
| The systems that are available cover
a few areas. The single point vapour system "mixes" gas vapour with the air as it is drawn into the engine. This is a basic system and has been around for years therefore it is proven. The efficiency of this system largely relates to the Oxygen levels in the exhaust these are normally relayed by the Lambda sensor. The negative is that some of the systems are prone to back fire issues if there is any failure in the ignition system. This system is not conducive to newer and more technologically advanced engines. These engines require a multipoint injection system. Ideally this should be a sequential system to optimise performance and efficiency. These systems can often be either vapour or liquid gas. There are different systems within this category that are either universal or vehicle specific. Being much more complex and electronically based systems the cost is increased. The benefits of multipoint far outweigh the single point system as the gas management system works in conjunction with the current ECU. The vehicle specific system gives by far the best conversion as the management system complies precisely with the vehicles current system but is not available for all vehicles and has a higher price (but this is justified). |
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