Source: http://www.indiacar.com/infobank/cngoption2.

htm

THE CNG OPTION

“Ring out the old, ring in the new. With the Centre bringing in alternate fuel legislation,
Maruti was quick on the gun to strap in factory fitted CNG kits into any model the
customer chooses. Restrictions have finally been lifted and Bertrand D’souza straps
himself in, in one of the oldest surviving people movers of the nation, the Maruti Omni.
And gets inevitably drawn into analysis of economics and performance of CNG-driven
vehicles opposed to petrol-driven ones.”

Price sets CNG,LPG biz afire

Shweta Bhanot

Posted: Wednesday, Jun 18, 2008 at 1636 hrs IST

Tags:

Within days of the announcement of the hike in oil prices, original equipment
manufacturers (OEMs) are busy introducing CNG and LPG variants of their existing
models. The hike has come as a boon for conversion kit manufacturers and fitters in
India. “We expect 50% growth in our revenues this year,” said NK Minda, chairman and
managing director, Minda Group. Minda Autogas, a group company of Minda Group,
provides CNG and LPG kits to OEMs like Maruti Suzuki and Hyundai. The company
sold 50,000 CNG and LPG kits in 2007 and plans to foray into the after-sales retrofitting
market, which is witnessing a 10% year-on-year growth, citing the huge demand.

“Independent dealers into retrofitting are already running out of stock . We expect
a slight increase in the prices of CNG and LPG kits in short term,” said Pinaki
Mukherjee, lead analyst, Datamonitor India. The spur in demand for CNG and
LPG cars is mainly due to relatively low prices as compared to petrol and diesel. In
addition, the drop in CNG prices last month has also fueled the demand for such
cars. Also, the running cost of CNG fitted cars is lower than gasoline fitted vehicles,
explains Mukherjee, adding that banks are not only financing CNG and LPG
vehicles but also opening up to financing retrofitting of CNG and LPG kits. There
are over 3,54,000 CNG vehicles in India and majority of these vehicles are located in
Mumbai and Delhi. However, there has been growing demand for these vehicles in
Tier-II cities like Vijayawada, Vadodara, Agartala, Kanpur, Bareli and Lucknow.

“We expect OEMs to witness 50%-60% sale in terms of new sold CNG and LPG
vehicles,” said Mukherjee. Contrary to this, P Balendran, director and vice-
president corporate affairs, General Motors India said, “Industry is witnessing a
sluggish growth and the volumes will be low. The decision of the government to
further increase in excise duty has come when the industry is struggling with high
oil prices, input costs and financing crunch.”

GM already has its Optra available in CNG variant and is considering other models
too, Balendran added. Maruti Suzuki and Hyundai are also providing CNG variants
of their most preferred car brands. Hyundai has recently introduced the CNG
variant of its mid-size sedan Accent. Tata Motors launched an LPG version of its
Indica Xeta recently. While more manufactures are expected to follow suit.

However, the lack of support infrastructure such as an inadequate number of filling

stations and after-sales service for such vehicles are seen as a roadblock to the
growth of these cars in the country, according to Tarun Bisht, automotive analyst,
Datamonitor India.
Source: http://www.financialexpress.com/news/price-sets-cng-lpg-biz-
afire/324258/1-3

There is no mistaking the fact that alternate fuel sources such as CNG, LPG, hydrogen
etc could be principal fuels powering vehicles of our future. In India the LPG wave
caught on very early due to its easy availability and comparatively cheaper prices of kits
and the fuel itself. However due to a number of safety aspects that were grossly ignored
by the general public, the government did not legalise use of LPG as fuel. However after
much deliberation the Supreme Court legalised the use of LPG in August 2000, albeit
with the directive that the gas was stored in custom made canisters which had a safety
release valve instead of the domestic gas cylinders that had some disastrous results and
that the canisters were correctly installed in the vehicle.

LPG as fuel though is an expensive proposition for the nation as India’s natural resources
for LPG are quite inadequate and we largely depend on imports leading to massive
economic burden which the nation cannot sustain. The only reason we had it so cheap
was because of enormous subsidies levied, perhaps the government’s take on trying to
instill a strong eco-conscious movement amongst the masses. These subsidies however
took a massive toll on the exchequer and sent our import bill skyrocketing and have thus
been done away with.
The primary installation in the Maruti Omni is like any other kit fitted at a local vendor.
The gas tank takes up quite some space in the storage area. A factory fitment is far neater.
Sizes of tanks vary and the user is free to choose the capacity. For practical purposes
choose tank big enough to last a week at the least.

CNG on the contrary is available in literally infinite quantities in our country. So how
does one explain the long queues at CNG filling stations? Poor distribution networks,
inadequate piping facilities and even poorer storage capabilities spell enormous waste of
this commodity. With the network in shambles there was no way a consumer could avoid
spending hours waiting for a tank-up.

The government, in context of the environment reeling under mushrooming pall of

pollution made it mandatory for public transport vehicles in metros to be run on CNG. As
there was no corresponding upward shift in availability of CNG, cab/autorickshaw
drivers too had to suffer long hours of waiting in queue for refuelling.

Things are finally looking up now that efforts have been made to reduce prices of kits,
increase availability of CNG, and set up more CNG stations in metros. The government
has also legalised use of CNG as fuel in private vehicles, making prospect of cleaner
environment and cheaper fuel a more feasible proposition. A primary clause however
stipulates that kits can only be factory fitted and not privately fitted.

Against this backdrop, Maruti Udyog has been astute in providing factory fitted CNG kits
to private vehicle owners which previously were available only to the public transport
sector. The Omni being perfect for inter-city travel was the first vehicle into which
Maruti strapped in the CNG kit. CNG fitment however isn’t just confined to the Omni
and Maruti dealers will install a CNG kit into any of their existing models.

OVERDRIVE got hands on both petrol- and CNG-fuelled Omnis to gauge the better
option. Cosmetically there is nothing to set the two Omnis apart. However the CNG kit
consumes a large chunk of luggage storage space, with the gas canister placed behind the
rear passenger seat, pushing it further ahead. Still it helps liberate acres of leg room for
the rear seat passengers. The petrol version has two rows of facing seats in the main
passenger area with space left over for a couple of small bench seats right at the rear.

Get behind the wheel of the CNG van, stomp the accelerator pedal to the floor and the
stark differences between petrol and CNG powered vehicles come to the fore... you’re not
getting anywhere at any rubber-streaking pace. The petrol van in contrast though is quick
to respond to throttle and the speedo needle does swing past the 100kmph mark. The gas
powered van though barely scrapes the 90kmph, taking an eternity to get there. A
common belief is that CNG is not good enough for performance machines but that is not
the case. CNG has a higher octane rating than petrol and theoretically should be able to
exhibit better performance from the engine as compared to petrol powered engines.
However a CNG engine lacks the torque that can help a vehicle achieve higher and faster
speeds. Fine tune the engine, adjust the timing and you definitely can achieve spot-on
performance from the CNG as compared to the petrol van. But performance is no
criterion here as the cost factor of CNG as opposed to petrol as fuel is what we must
derive. And the CNG Omni does prove to be a fairly cost effective option.

With the price of petrol currently at Rs 33.51 per litre in Mumbai, the petrol Omni with
fuel efficiency of 16kmpl, costs about Rs 2.09 to run per kilometre. The gas powered van
travelled 18.48km to a kg. CNG per kg costs Rs 19.70 in Mumbai which translates to
about Rs 1.06 per km. So the CNG user is shelling out only half the cost of what a petrol-
vehicle user does. Economical, for sure! CNG by virtue of being a gas is able to improve
the combustion process by completely mixing with air, lesser scope of adulteration keeps
the gas clean and free of impurities and better burning properties. This by itself improves
the efficiency of the engine however kit installers also detune the engine so that it leans
more towards the economy side rather than power.

Currently the priority before one indulges in the CNG driving experience means seeking
the nearest CNG outlet with the shortest refuelling queue. Production has increased,
distribution has improved, storage is better, but the refuelling lines have not disappeared,
though they are not as endless as they used to be.

Mumbai’s largest CNG filling station near Sion is also the hub that supplies CNG all over
the city. Being the main station, pressure is higher than elsewhere. This means you can
pack in a few more kilos of gas into your canister for a few more kilometres before refill.
Taxi drivers get their refills at such depots only so one must be prepared for a couple of
hours of waiting. However do not be put off by the long queues as these are for cabs. For
private vehicles there is another queue so one can drive in and get a refill most times
without hours of waiting.

The need of the hour then is to increase the number of filling stations as the existing ones
are woefully inadequate to cater to growing numbers of CNG users. Also, CNG use is
still confined to the metros and smaller towns have been completely ignored. And with
CNG being proved as safe for use as petrol, the path is clear for a mass move to switch to
CNG as viable alternative fuel.

KNOW YOUR ABC FROM CNG

What’s different about CNG against other gases which are in use currently?
In the past, gas-fuelled automobiles used LPG (Burshane). Today it is compressed natural
gas (CNG) that is in use. Methane is the prime component of CNG while LPG is a blend
of propane, butane and some other chemicals.

Can an existing LPG vehicle run on CNG?

An LPG-fuelled vehicle will not run on CNG as the two fuels are different from each
other, have differing calcrific values and need different air-fuel ratios for combustion.
CNG has to be stored at relatively higher pressure in a cylinder than LPG, so the same
cylinder cannot be used for both gases. A vehicle will need specific conversion for CNG
operation.

Will my car still run on petrol if I run out of CNG?

The petrol carburettor is retained during conversion for CNG so that the vehicle will still
run on petrol. A switch on the dashboard allows one to make instant changes of fuel
sources.
How much will I save on CNG?
Savings on fuel cost by using CNG will depend on size and fuel consumption
characteristics of the vehicle, as well as mileage. As we have seen in the CNG Omni the
cost per kilometre incurred was nearly half that of the costs incurred by the petrol van.

Should I use petrol occasionally?

Occasional use of petrol serves to lubricate the carburettor besides making for better
running of the engine.

Is the CNG option safe?

Four key features make CNG a safer fuel than petrol, diesel or LPG. With specific
gravity of 0.587, it is lighter than air so in case of leaks, it rises up and dissipates into air.
(Other fuels form puddles on the ground in case of leaks.) CNG has a 700 degree
Centigrade ignition temperature compared to 455 degree Centigrade for petrol. The range
of 4 to 14 per cent in which CNG mixes with air by volume for combustion is small.
Storage is far safer than for petrol, as CNG cylinders are designed and built from special
materials and to high safety specifications.

What is the pressure of CNG in a cylinder?

CNG is filled to a maximum of 200kg/cm (about 3000psi/g) in a cylinder.

Is refuelling cylinders a safe option with such high pressures involved? Is it safe even in
an accident?
Refuelling is safe as the cylinder is made from a single piece of special steel alloy, with
no welded joints, and each cylinder is tested as per international specifications before
being installed. A ‘burst’ disc ensures safety as in case of inadvertent high pressure
filling, or fore, the disc ruptures so no excess pressure situation over the specified level is
created. Italy, New Zealand, Argentina and the US are countries where CNG has been in
use for years, and it has been categorised as being safer fuel than petrol.

Will CNG harm my engine in any way?

Use of CNG serves to extend life of lubricating oil as CNG will not contaminate or dilute
crankcase oil. Fouling of plugs is eliminated and plug life is enhanced as CNG does not
contain any lead. CNG enters the engine as gas while petrol comes in as spray or mist
which washes down the lubricating oil from the piston ring area to raise the rate of engine
depreciation. This reduces maintenance costs and engine life goes up.

Why are exhaust gases literally non-existent in CNG vehicles?

A major positive aspect of CNG use is that being a natural gas (methane content) its
exhaust emissions contain just water vapour and minuscule quantity of carbon monoxide,
no carbon or other particles. Being virtually pollution free CNG driven vehicles meet the
most stringent of emission standards worldwide.

How does a CNG vehicle compare to a petrol powered one on performance parameters?
Easy starts, steady idling and smooth acceleration are virtues of CNG run vehicles. Power
loss of 5-15 per cent means that acceleration is slower, which can be eradicated with
spot-on tuning of the CNG kit, by advancing spark timing to derive benefit of its high
octane rating. However the power loss is less than noticeable in city driving.

Does CNG equipment require special service?

The CNG kit is easy to service and durable to boot. For optimum efficiency regular
checks, every 10,000km, are prescribed.

Can diesel vehicles be converted to CNG?

Yes, diesel vehicles can be converted to CNG and most public transport in metros which
previously ran on diesel now use CNG.

Has the CNG movement fared well in developed or developing countries?

Having been around since the 1920s, Italy has 240 stations and 300,000 cars running on
CNG, New Zealand has 250 CNG pumps and 250,000 vehicles. Argentina has
undertaken a major CNG programme and has 700,000 CNG run vehicles. Thailand,
Indonesia, Bangladesh, Canada, France, Pakistan, India, Holland, Australia, UK and the
US have also taken to CNG in smaller measure. Availability of natural gas and socio-
economic conditions are the two factors conducive to bring about switch to CNG fuel.

How does a country benefit if CNG were to be used on a large scale?

A country can have cleaner environment with comprehensive use of CNG, while new job
opportunities and economy are other benefits of using CNG. Motorists will have to pay
lesser for fuel and certain countries like India which has huge reserves of CNG can also
export it to generate revenue. This will also reduce the expense of fuels we have to
import.

GETTING GASSED

IN a bid to encourage cleaner fuels the government has been promoting CNG and LPG as
alternatives to conventional fuel (petrol and diesel). And with the public transport in the
capital and other metros already running on CNG, the problem of limited refuelling
outlets too seems to be disappearing. All this and the fact that green fuels mean lower
running costs compared to conventional auto fuels, has a significant number of private
vehicle owners interested in the CNG option.

To assess the cost factor, for a car like the Premier Padmini, a kilogram of CNG costs
round about Rs 20 and offers a range of almost 20km per kg translating into running cost
of rupee a kilometre. On the contrary, a litre of petrol, which costs about Rs 35, offers a
running cost of almost Rs 3 per kilometre.

Even if we were to keep the better economy factor aside, CNG still offers a number of
benefits. The fact that CNG enters the engine in the form of gas instead of spray or mist
prevents the wash down of the lubricating oil from the top piston ring area keeping the
engine’s rate of depreciation to a bare minimum. In addition, the octane number of CNG
being 130 as compared to 87 of that of petrol helps thorough and rapid mixing of gas and
air in the correct proportion, thereby improving the combustion efficiency.

Talking about good conversion systems, it’s imperative that the system operate as close
to petrol as possible. In addition the risk of leakage should be marginal. So how much
does a good conversion system cost? It can cost from around Rs 35,000 for a carburetted
engine to Rs 45,000 for fuel injected ones (installation costs included). For taxis though
it’s available on a discount at Rs 32,000 while for three-wheelers the price touches Rs
25,000. Most of these kits sold in India are brought in from Italy, while the remaining are
manufactured in Gujarat.

A CNG kit includes a conversion kit and cylinder wherein the former is placed in the
engine bay while the latter goes into the boot. The kit may be installed at any of the
authorised CNG workshops, which are increasing by the day. But attention must be paid
to the safety aspect while installation, which takes a simple soap test to ascertain if the
safety aspect is adhered to. The test involves covering the lines carrying CNG with a soap
solution, which indicate a leak by forming bubbles at suspect areas.

The basic components of a conversion kit include a pressure regulator to provide the
system with fuel at a consistent operating pressure in addition to a mixer to ensure correct
air/fuel mixing in both stationary and dynamic conditions improving the drive of the
vehicle thanks to improved mixing. Besides a high pressure solenoid to allow the flow of
gas and a petrol solenoid to cut off the flow of petrol to the engine during gas operation.

A filling valve installed in the engine compartment between the storage cylinder and the
regulator aids easy refilling. The valve is connected to the refuelling system and a manual
ball device to open/shutoff gas in case of an emergency or for maintenance.
In the case the car runs out of gas, a change over switch is provided which is an
electronic control module allowing the user to switch to petrol. The gas from the cylinder
goes to the engine compartment through a pressure pipe, which is also connected to the
refuelling system. It is all part of the high pressure piping system that works overtime to
avoid leakage. A pressure indicator is also provided to display the level of natural gas
remaining in the storage cylinder.

Safety aspects
Pressure vessels, in this case the storage cylinder, are ideally made of high strength steel
or aluminium over wrapped with a composite material like fibre-glass. There have been
reports of tank rupture upon refuelling due to the damaged fibre over-wrap thanks to the
use of spurious cylinders, especially by unauthorised agents who carry out conversions
from petrol to CNG. But this problem can be addressed through adequate monitoring and
implementation efforts. CNG calls for high-pressure on-board storage of the fuel around
200 atmosphere (3000 to 3500psi) or more. Providing them as after-market retrofits on
autos and cars without proper inspection would lead into disastrous results from the
safety point of view.

The diesel option

In diesel engines, CNG can be used either as a dual fuel or mono fuel. In dual fuel mode,
diesel provides combustion initiation for CNG burning. Kits can be retrofitted to existing
vehicles for them to operate on diesel/CNG mode. However, under city driving
conditions, the substitution of diesel with CNG is quite low and hence the gains in
emission reduction are also low.

Considering the limitations of emission reduction in a dual fuel engine, CNG can be used
as a mono fuel by converting the diesel engine to a spark ignition engine. This conversion
warrants major changes in the engine and the operation of the vehicle becomes CNG-
dependent.