SEMINAR

On

Engine Assembly And Testing

Submitted in partial fulfillment of the requirement for the award of the
Degree of

BACHELOR OF TECHNOLOGY
IN

MECHANICAL ENGINEERING

Submitted To:-

Submitted By:-

Mr. Sanjeev Garg

RAKSHIT RAINA

H.O.D (Mech. Deptt.)

1211422
ME-B (4th YEAR)

SETH JAI PARKASH MUKAND LAL

INSTITUTE OF ENGG. AND TECHNOLOGY
(JMIT) RADAUR YAMUNA NAGAR

ACKNOWLEDGEMENT

I express my Gratitude to Mr Manish Garg for his help and guidance throughout
the work for this project without which I would not have been able to complete it
within the timeframe.

I would also like to thank Mr Amit Dhundiyal who gave me the opportunity and
helped me in accomplishing this work.

COMPANY PROFILE

Hyundai Motor India Limited is a wholly owned subsidiary of the Hyundai Motor
Company in India. It is the 2nd largest automobile manufacturer in India. Hyundai Motor India
Limited was formed in 6 May 1996 by the Hyundai Motor Company of South Korea.

As HMCs global export hub for compact cars, HMIL is the first automotive company in India
to achieve the export of 10 lakh cars in just over a decade. HMIL currently exports cars to more
than 120 countries across EU, Africa, Middle East, Latin America, Asia and Australia. It has
been the number one exporter of passenger cars of the country for the sixth year in a row.
Hyundai Motor India Ltd (HMIL), the countrys second largest car manufacturer and the largest
passenger car exporter, registered 4.6% growth in Exports for the month of May 2013. The
domestic sales accounted for 32,102 units and exports stood at 24,754 units.[3]

CONTENTS:-

1. Introduction to the project

2. Objective of the project

3. CNG use in automobiles and locomotives

4. Advantages and Disadvantages

5. Comparison with other fuels

6. Countries with largest CNG vehicle fleets

7. Beginning of CNG as transport fuel in India

8. CNG programmes in India and their imperatives

9. CNG kits, their types and fittings

11

10 .Customer and Dealer survey analysis

16

11. Procedure of CNG kit fitting

24

12. Conclusion

38

13. Bibliography

39

INTRODUCTION TO THE PROJECT:-

Compressed Natural Gas (CNG)

Compressed natural gas (CNG) is a fossil fuel substitute for gasoline (petrol), Diesel fuel,
and propane/LPG. Although CNG's combustion does produce greenhouse gases, it is widely
considered a more environmentally "clean" alternative to conventional fuels; plus, it is much
safer than other fuels in the event of a spill (as natural gas is lighter than air, and disperses
quickly when released). CNG may also be mixed with biogas (produced from landfills or waste
water).
CNG is made by compressing natural gas (which is mainly composed of methane, CH4), to less
than 1% of the volume it occupies at standard atmospheric pressure. It is stored and distributed in
hard containers at a pressure of 200248 bar (2,9003,600 psi), usually in cylindrical or spherical
shapes.
CNG is used in traditional gasoline/internal combustion engine automobiles that have been
converted into bi-fuel vehicles (gasoline/CNG). Natural gas vehicles are increasingly used in
Iran, the Asia-Pacific region (especially Pakistan[1] and the Indian capital of Delhi, and other
large cities like Ahmedabad, Mumbai, Kolkata, Chennai and some other cities such as Lucknow,
Kanpur etc,. Latin America, Europe, and North America due to rising gasoline prices.[2] In
response to high fuel prices and environmental concerns, CNG is starting to be used also in
pickup trucks, transit and school buses, and trains.
The cost of conversion is a barrier to wider/quicker adoption of CNG as a fuel. It is also why
municipal government, public transportation vehicles were the most visible early adopters of it,
as they can more quickly amortize the money invested in the new (and usually cheaper) fuel. In
spite of these circumstances, the number of vehicles in the world using CNG has grown steadily
(30% per year).
CNG's volumetric energy density is estimated to be 42% that of liquefied natural gas (because it
is not liquefied), and 25% that of Diesel fuel.

OBJECTIVE OF THE PROJECT:-

In this world of growing technologies in the automobile sector, CNG in India has changed the
way we looked at transportation fuel. With low pollution causing capability and a way cheaper
fuel in comparison with petrol, diesel or LPG, CNG nowadays has proved to be the most
economic fuel for the common man. CNG are of various types and each type has to be fitted in
its own way (explained in latter part). CNG installation does come with its share of problems and
for Multi-national Companies like Hyundai, the situation becomes a little tricky as the
user/customer prefers installing CNG from an outside side (after market), rather than getting a
company fitted cylinder. Thus there is a need to completely understand the method of fitment of
a CNG cylinder and its prevailing market situation.

CNG USE IN AUTOMOBILES:-

Worldwide, there were 14.8 million natural gas vehicles by 2011, led by Iran with 2.86
million, Pakistan (2.85 million), Argentina (2.07 million), Brazil (1.7 million), and India (1.1
million).[5] With the Asia-Pacific region leading with 5.7 million NGVs, followed by Latin
America with almost 4 million vehicles.[2]
Several manufacturers (Fiat, Opel (General Motors), and Peugeot, Volkswagen, Toyota, Honda
and others) sell bi-fuel cars. In 2006, Fiat introduced the Siena Tetra fuel in the Brazilian market,
equipped with a 1.4L FIRE engine that runs on E100, E25 (Standard Brazilian Gasoline),
Gasoline and CNG.
Any existing gasoline vehicle can be converted to a bi-fuel (gasoline/CNG) vehicle. Authorized
shops can do the retrofitting; this involves installing a CNG cylinder in the trunk, installing the
plumbing, installing a CNG injection system and the electronics.

CNG USE IN LOCOMOTIVES:-

CNG locomotives are operated by several railroads. The Napa Valley Wine Train successfully
retrofit a diesel locomotive to run on compressed natural gas before 2002.[6] This converted
locomotive was upgraded to utilize a computer controlled fuel injection system in May 2008, and
is now the Napa Valley Wine Train's primary locomotive.[7] Ferrocarril Central Andino in Peru,
has run a CNG Locomotive on a freight line since 2005[8] CNG locomotives are usually diesel
locomotives that have been converted to use compressed natural gas generators instead of diesel
generators to generate the electricity that drives the motors of the train. Some CNG locomotives
are able to fire their cylinders only when there is a demand for power, which, theoretically, gives
them higher fuel efficiency than conventional diesel engines. CNG is also cheaper than petrol or
diesel.

ADVANTAGES OF USING CNG:

CNG does not contain any lead or benzene; so, the lead fouling of spark plugs is eliminated.
CNG-powered vehicles have lower maintenance costs than other hydrocarbon-fuel-powered
vehicles.
CNG fuel systems are sealed; preventing fuel loses from spills or evaporation.
Increased life of lubricating oils, as CNG does not contaminate and dilute the crankcase oil.
Being a gaseous fuel, CNG mixes easily and evenly in air.
CNG is less likely to ignite on hot surfaces, since it has a high auto-ignition temperature
(540 C), and a narrow range (515%) of flammability.[9]
Less pollution and more efficiency: CNG emits significantly less pollutants (e.g., carbon
dioxide (CO2), unburned hydrocarbons (UHC), carbon monoxide (CO), nitrogen
oxides(NOx), sulfur oxides (SOx) and particulate matter (PM)) than petrol. For example, an
engine running on petrol for 100 km emits 22,000 grams of CO2, while covering the same
distance on CNG emits only 16,275 grams of CO2.[10] CNG is essentially methane, i.e.,
CH4 with a calorific value of 900 kJ/mol. This burns with oxygen to produce 1 mole of
CO2 and 2 moles of H2O. By comparison, petrol can be regarded as essentially benzene or
similar, C6H6 with a calorific value of about 3,300 kJ/mol and this burns to produce 6 moles
of CO2 and 3 moles of H2O. From this it can be seen that per mole of CO2produced, CNG
releases over 1.6 times as much energy as that released from petrol (or for the same amount
of energy, CNG produces nearly 40% less CO2).

DISADVANTAGES OF USING CNG:-

Compressed natural gas vehicles require a greater amount of space for fuel storage than
conventional gasoline powered vehicles. Since it is a compressed gas, rather than a liquid like
gasoline, CNG takes up more space for each gasoline gallon equivalent (GGE). Therefore, the
tanks used to store the CNG usually take up additional space in the trunk of a car or bed of a
pickup truck which runs on CNG. This problem is solved in factory-built CNG vehicles that
install the tanks under the body of the vehicle, leaving the trunk free (e.g., Fiat Multipla,
New Fiat Panda, Volkswagen Touran Ecofuel, Volkswagen Caddy Ecofuel, Chevy Taxi - which
sold in countries such as Peru). Another option is installation on roof (typical on buses),
requiring, however, solution of structural strength issues. CNG-powered vehicles are considered
to be safer than gasoline-powered vehicles.

COMPARISONS WITH OTHER FUELS:-

Compressed Natural Gas is often confused with liquefied natural gas (LNG). While both are
stored forms of natural gas, the key difference is that CNG is gas that is stored (as a gas) at high
pressure, while LNG is stored at very low temperature, becoming liquid in the process. CNG has
a lower cost of production and storage compared to LNG as it does not require an expensive
cooling process and cryogenic tanks. CNG requires a much larger volume to store the same mass
of gasoline or petrol and the use of very high pressures (3000 to 4000 psi, or 205 to 275 bar). As
a consequence of this, LNG is often used for transporting natural gas over large distances, in
ships, trains or pipelines, and the gas is then converted into CNG before distribution to the end
user

CNG can be stored at lower pressure in a form known as an ANG (Adsorbed Natural Gas) tank,
at 35 bar (500 psi, the pressure of gas in natural gas pipelines) in various sponge like materials,
such as activated carbon and metal-organic frameworks (MOFs).The fuel is stored at similar or
greater energy density than CNG. This means that vehicles can be refueled from the natural gas
network without extra gas compression; the fuel tanks can be slimmed down and made of lighter,
weaker materials.

COUNTRIES WITH LARGEST CNG VEHICLE FLEETS:-

RANK
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

COUNTRY
IRAN
PAKISTAN
ARGENTINA
BRAZIL
INDIA
CHINA
ITALY
UKRAINE
COLOMBIA
THAILAND

REGISTERED FLEET
3.30
3.10
2.18
1.73
1.50
1.50
0.74
0.38
0.38
0.35

In India, the Delhi government under the order of Supreme Court in 2004 made it mandatory
for all city buses and auto rickshaws to run on CNG with the intention of reducing air pollution.
This was a big decision made from the part of the Indian Supreme Court as it changed the way
people used to think of CNG as an automobile fuel and its low cost seemed to be appreciated
largely by the common man.

BEGGINNING OF CNG AS A TRANSPORTATION FUEL IN

INDIA

In 1993, CNG had become available in Delhi, India's capital, though LPG is what really took off
due to its inherently far lower capital costs. Compressed Natural Gas is a domestic energy
produced in Western parts of India. In India, most CNG vehicles are dual fueled, which means
they can run both on CNG and gasoline. This makes it very convenient and users can drive long
distances without worrying about availability of natural gas (as long as gasoline is available). As
of December 2010 India had 1,080,000 NGVs and 560 fueling stations, many of the older ones
being LPG rather than CNG. In addition, it is thought that more illegally converted LPG autos
than legal ones ply the streets in India; some estimates are as high as 15 million "autos" (running
the gamut of everything from LPG motored pedal bicycles to CNG buses).

In 1995, a lawyer filed a case with the Supreme Court of India under the Public Interest
Litigation rule, which is part of the Constitution of India and enables any citizen to address
directly the Supreme Court. The lawyers case was about the health risks caused by air pollution
emitted from road vehicles. The Supreme Court decided that cars put into circulation after 1995
would have to run on unleaded fuel. By 1998, India was converted to 100% of unleaded fuel
after the government ruled that diesel cars in India were restricted to 10,000 ppm after 1995. At
the beginning of 2005, 10,300 CNG busses, 55,000 CNG three-wheelers taxis, 5,000 CNG
minibuses, 10,000 CNG taxis and 10,000 CNG cars run on Indias roads (1982-2008 ProductLife Institute, Geneva). The Delhi Transport Corporation currently operates the world's largest
fleet of CNG buses for public transport.
Currently in India, Gujarat has the maximum no. of CNG stations whereas Delhi has the most
no. of CNG customers.

CNG PROGRAMMES IN INDIA

With a large number of Indian cities embarking on natural gas vehicle programme it is essential
that the elements of these programmes are well defined for maximum environmental and public
health gains. It is important that the lessons are drawn from the well established programmes in
the region to chart the future course. The existing programs in Indian cities are of varying scale
and scope and reflect the regional imperatives. Environmental imperatives are much stronger in
India today, which in conjunction with the energy security concerns are propelling these
programs. The front runner cities that have already established their first generation CNG
programmes like Delhi and Mumbai along with the new ones are at the throes of planning the
second generation expansion. This will require well thought out policy and criteria to maximize
the environmental and public health benefits of these programmes and also make them
economically effective. Therefore, it is important to consider the criteria on the basis of which
the future expansion of CNG infrastructure and transport sector programmes will be planned in
India.

Currently, it is estimated that the transportation sector uses up less than 2 per cent of the natural
gas in the country. As the natural gas grid further expands and more cities begin to get access to
natural gas, the prospect of its application in the transportation sector also increases. The
compressed natural gas vehicle (CNG) programme is expected to expand considerably in future.

According to the estimates of the Petroleum and Natural Gas Regulatory Board, currently, there
are 7 lakh natural gas vehicles in the country. This is expected to increase to 58 lakh over the
next 10 years. Delhi alone has more than 2 lakh vehicles. Around 30 cities have access to CNG
and some of them have implemented the programme of varying scope. It is also expected that the
pipeline network will increase to 15,000 Km and implementation of city gas distribution network
will cover around 150 to 200 cities by 2014.

IMPERATIVES OF NGV PROGRAMME IN INDIA

Imperatives of energy security: India is becoming increasingly dependent on oil imports.

Given the fact that India imports as much as 75 percent of its crude oil requirement and the
petroleum prices have not been fully deregulated, the price shocks have often threatened to
destabilize the economy. In the recent past the government and the public sector oil companies
have had to absorb as much as 86 per cent of the increased cost of fuel prices due to bullish
trends in international crude oil prices. Energy demand in the transport sector is already high and
is expected to be particularly high, as vehicle ownership increases. International Energy Agency
has estimated that by 2030 India will import more than 85per cent of its crude oil nearly all of
it. This will certainly make India even more vulnerable.
Diversified fuel basket is expected to strengthen our resilience and reduce our vulnerability to
international vagaries in crude oil prices. Reducing India's dependence on diesel and petrol can
make the country less vulnerable to oil price spikes.
It is estimated that overall local reserves of natural gas in India amount to 27 years of supply at
current demand whereas local reserves of crude oil amount to less than 5.5 years. The rate of
discovery of natural gas reserves in India also seems to be higher than oil reserve discoveries.
Unless India diversifies its energy supply, away from high risk sources such as oil, the country
will find itself crippled if it can't afford fuel. Nearly three-fourths of Indias crude oil imports
come from the Middle East. The Indian government expects this geographical dependence to rise
in light of limited prospects for domestic production.
Although Indias natural gas production has consistently increased, demand has already
exceeded supply and the country has been a net importer of natural gas since 2004. Natural gas
presently constitutes about 10 percent of the countrys energy basket. India's hydrocarbon vision
statement envisages the share of natural gas to be about 25 percent by 2025.
Even though the domestic production of natural gas is also not sufficient to meet the entire
industry, power and transport sector demand, still the future prospects of tapping more domestic
reserves provides a viable economic alternative to petroleum fuels and to de-risk the energy
sector of India. Currently, natural gas shares are roughly 9 percent in our primary commercial
energy mix.Currently, the share of the transport in natural gas usage is miniscule. Natural gas is
mostly used in the industry, especially fertilizer sector and power sector. But the environment
and public health in cities demand its greater application in the transportation sector where the
conventional fuels are the source of extremely toxic emissions and high human exposure. For
future expansion, the Government of India will have to lay down clear policy guidelines to
enable CNGprogrammes in new cities. For that it is also important to understand how the CNG
prgrammes have benefited so far and their potential benefits in the future.

ENVIRONMENTAL IMPERATIVES OF CNG

Environmental imperatives of CNG programmes in India: The use of natural gas in the
transportation sector is primarily driven by the environmental and public health imperatives.
Indian cities of Delhi and Mumbai had started implementing natural gas vehicle programmes
during the nineties when even Euro I emissions standards were not in place and the sulfur
content of diesel in India was as high as 5000 10,000 ppm. With fuel substitution, these cities
were able to leapfrog to much cleaner emission levels.
The Indias NGV programmes have primarily targeted the most polluting segments on the Indian
roads that include diesel buses, three-wheelers, taxis and small commercial vehicles. This is
somewhat different from the much older but very large programmes of Argentina and Pakistan
where petrol driven light-duty cars were targeted largely for energy security reasons. Natural gas
is abundantly available in Argentina, Bangladesh and Pakistan and it is easier for them to run
their spark ignition petrol engines on natural gas as an energy security measure. Pakistan and
Bangladesh however, have started to target diesel bus sector now for environmental reasons.
The CNG programme targeted diesel vehicles in India mainly because diesel-related pollutants
are either already very high or rapidly increasing in Indian cities. While more than half of Indian
cities are reeling under critical level of particulate matter, the NOx levels have also begun to rise.
There are serious public concerns over health implications of diesel related fine PM, and other
air toxics. These fears are supported by the sprinkling of studies in India on health impacts as
well as the epidemiological studies from other parts of the world that have shown statistically
significant associations of ambient PM levels with a variety of health effects in sensitive
populations, including premature mortality, hospital admissions, respiratory illness and changes
in pulmonary function.
Thus, Indian cities cannot continue to add the high emitters of PM and NOx, like conventional
diesel vehicles. The level of roadside exposure to pollution from traffic has a significant effect on
health and the severity of the public health impact. Rate of dieselization of the light duty vehicle
sector is already quite high. In 2000 the share of diesel cars in the new car fleet was just about 4
per cent. This has already increased to 30 percent and is expected to be half by 2012.
In India, rigorous emissions inventories have not been carried out to understand the impact of
dieselization on ambient air. A collage of small evidences, however, bears out the impact on air
quality. A World Bank supported study on source apportionment of PM2.5 (particulate matter
less than 2.5 micron in size) in selected Indian cities released in 2004 shows that, depending on
the season, the contribution of diesel fuel to the total PM2.5 ambient concentration can be as
high as 61 per cent in Kolkata, 23 per cent in Delhi and 25 per cent in Mumbai.
A 2004 study carried out by Mario Camarsa, then with the UK-based Enstrat International
Limited, has assessed the impact of low-sulphur diesel fuel on diesel emissions in three Asian
cities Bangkok, Bangalore and Manila. This bears out the varying but growing trends in diesel
emissions in these cities. In the Indian city of Bangalore, the Camarsa study found diesel engines
to be a significant contributor of the total NOx emissions from vehicles as much as 40
percent. The concern over air pollution and particularly toxicity of diesel pollution had propelled
the public campaigns in Delhi.

AIR QUALITY GAINS AND HEALTH BENEFITS OF CNG

PROGRAMME
Air quality gains of the CNG programme: Air quality gains of the CNG programme have not
been investigated adequately in Delhi. However, collage of small and fragmented studies bring
out the gains of this programme. The Central Pollution Control Board the apex air quality
monitoring agency in Delhi based on the air quality trends has stated that after the
implementation of the CNG programme the particulate levels dropped by about 24 per cent from
the 1996 levels.
A study by the Washington DC-based Resources for the Future (RFF), has assessed the impact of
various pollution control measures on air quality trends in Delhi over a period of 15 years (19902005) and found that the CNG programme has made the most significant impact on air quality in
Delhi. This quantitative analysis has matched the actual air quality data with the changing trends
in key pollution sources in the city to explain the improvements in Delhis air quality. The study
links trends in various air quality indicators---respiratory suspended particulate matter, nitrogen
dioxide, sulphur dioxide, and carbon monoxide---to trends in key variables that determine the
concentration of these pollutants in the air. It has covered a wide array of variables that include
the number of vehicles on the road, the type of vehicles and the fuels they run on, quantity of
power generated by Delhis three coal-based power plants, and quantity of furnace oil and light
diesel oil used by industrial units in Delhi. The study has also included the impact of major
policy initiatives such as the reduction in the sulphur-content of diesel and petrol, and
meteorological factors such as maximum and minimum temperature, average wind speed and
average rainfall. The study found that: Of all the different interventions made to combat pollution in the city, the conversion of buses
to CNG has seemingly had the maximum impact.
Results suggest that conversion of buses to CNG has helped reduce RSPM, CO, SO2 and have
not contributed to the increase in NO2 levels;
Out of the other interventions, the reduction of sulfur in diesel and petrol has also had a
significant impact.
Cleaner diesel fuel has helped to reduce SO2, and diesel cars have reduced CO. But diesel cars
have been found to be contributing significantly to the increasing NO2.
The reason why conversion of buses to CNG is showing significant impacts is because buses
travel more kilometers in the city and contribute more to the pollution load. The conversion has
therefore resulted in greater gains.
The study also suggests that the gains of these interventions could be negated by the increase in
kilometer traveled by all types of vehicles.

10

Health benefits of the CNG programme in India: Specific studies have not
been carried out to assess the health benefits of the CNG programmes in Indian cities. A World
Bank study of 2004 had assessed the health benefits of the first generation air pollution action in
five Indian cities that included Mumbai and Delhi which have the largest and the oldest CNG
programmes in the country. The CNG programme is also the most important part of the first
generation reforms in these cities. The World Bank study shows that the first generation
measures in Delhi and Mumbai that also include one of the largest CNG programmes have
helped to reduce the number of premature deaths annually at least 3629 in Delhi and at least
5308 in Mumbai.

AUTO FUEL POLICY AND PROJECT BLUE SKY

Auto Fuel Policy was framed by the Government of India around 2002-03 when Delhi was
mandated by the court to implement a compulsory CNG bus programme. Responding to that the
Auto Fuel Policy had stated, The government should decide only the vehicular emissions
standards and the corresponding fuel specifications without specifying vehicle technology and
the fuel type. But on the public health grounds the Court did not accept conventional Euro II
diesel as an option to CNG in Delhi.
Emerging public policy: Gas Authority of India Ltd (GAIL) has launched Project Blue Sky to
implement natural gas programmes in cities through joint venture operations. The model that it
followed was to form joint venture with the public sector oil marketing companies to set up the
infrastructure in cities for supply of gas. Indraprastha Gas Ltd in Delhi and Mahanagar Gas ltd in
Mumbai, Central UP Gas Ltd in Lucknow and Kanpur are such ventures. Similar joint ventures
have been formed in more than eight cities already to cater to the retail customers in industry,
commercial and automobile sectors.
The Union ministry of petroleum and natural gas has already issued a notification on policy for
development of natural gas pipeline and city or local natural gas distribution network in 2006 to
promote both public and private investments. Under this regulatory framework the Petroleum
and Natural Gas Regulatory Board will have the powers to sanction pipelines, city gas
distribution network. The state governments will be responsible for facilitating timely
completion of projects. The state governments will also prepare plans for the city distribution
network. They will prioritize the cities and local areas based on environmental concerns, and
industrial fuel requirement etc.
The next big challenge is to set up adequate refueling infrastructure in new cities. This will
require proper network planning and implementation. This therefore brings up the question of
how CNG network for transport can be made cost effective with the appropriate business model
in the new cities. The Petroleum and Natural Gas Regulatory Board, estimates that a total of
about Rs.76, 000 - 84,000 crore investment will be needed to expand the future petroleum &
natural gas infrastructure in next five years. Of these only the Natural Gas Pipelines will cost
about Rs 60,000 crore; City gas distribution networks will cost about Rs.10,000 - 15,000 crore;
and petroleum product pipelines will cost Rs.6,000 - 9,000 crore.

11

CNG KITS

Installation of CNG kits to Petrol Vehicles are under the guidance of VRDE (Government
Institute) and ARAI (Automobile Institute). There are more than 20 types
of Government Approved CNG Kits are available in market to install in Car and other
automobiles. CNG Kits are widely imported from Argentina and Italy. Various Indian
Made CNG Kits are also available and certified by Government of India.
More than 130 Government Approved CNG Fitment Centers are working in Delhi NCR
region to fit a CNG kit.
Price of CNG Kit starts from approx Rs. 21000 and the best Italian Sequential Injection CNG
Kits costs around Rs 60000 including cost of fitting.
Average running cost for CNG is approx. Rs 1.75/km as compared to petrol which is Rs 5/km.
A monthly running of 3000 kms will lead to saving of Rs 1 lakh in fuel cost every year.

Certain Drawbacks of fitting CNG kits in cars are that the Boot Space gets eaten up when
installing CNG Kit from dealer or on old car. In Factory Fitted CNG Kits, CNG Kits are
installed under the body of vehicle leaving boot space untouched. Also, CNG Kits required
periodic maintenance once every 4-6 months. Next, CNG Stations are not available in numbers
in Indian market. Hence, when on highway drive - one may face a difficulty, Also - the local
CNG Stations in Delhi is good time consuming due to heavy rush and limited stations
compared to Petrol Cars.
However, now CNG Kits comes wherein car runs for 2-3 kms on petrol and then on CNG.
There are both dual Fuel options - Petrol and CNG Available for Car even after installing
There are quite a few gas conversion kits in Indian market. Most of these kits are imported from
either Italy or Argentina while some are manufactured locally here as well.

The list of government and RTO approved CNG kits are:Longas Italia , Tomasetto , Tartarini , Landi Renzo , Lovato , BRC , Bedni , Bugadi ,
Navshakti , Unitax , SKN , Zavoli.

12

TYPES OF CNG KITS AND THEIR FITTING

There are basically two types of classifications that are found in CNG kits:-

-One, which classifies them as Venturi kits and Sequential kits.

-The other, which classifies them as Open-loop systems and Closed-loop systems.

Venturi Kit

Simple in design as well as in principle, a Venturi CNG kit is one that pumps a fixed volume of
gaseous fuel into the intake manifold of the cars engine depending on the throttle input.
Working like a carburetor at all times, this particular kind of CNG kit is not only cheaper and
less complicated than the sequential types but is also very versatile and can be employed to work
for all sorts of automobiles, irrespective of whether they are carburetor-driven or fuel injected.
Coupling of such Venturi CNG kits with an additional ECU (Electronic Control Unit) is also
purely optional and depends entirely on the buyers choice.

Advantages: The biggest advantage that a Venturi CNG kit presents before its buyers is costeffectiveness; it comes with a much smaller cost of installation as compared to its Sequential
counterparts.

Disadvantages: As far as the disadvantages are concerned, first and foremost, the constant
nature of fuel volume that this CNG kit exhibits can result in problems like occasional stalling
and slow pick-up whenever the volume of fuel in the system exceeds the upper prescribed limit
or drops below the lower prescribed limit. Also, the accuracy of this particular kit is not known
to be the best and hence frequent tuning and cleanups are required to keep the system in good
shape, which can be a bit tiresome for some people.

13

Sequential Kits

Much more accurate in their operation as compared to Venturi CNG kits, Sequential CNG kits
are those systems that maintain a well-controlled flow of fuel into the intake manifold of the
cars engine. To intelligently monitor and control the flow of CNG into the intake manifold, a
distinct ECU along with special injectors for CNG are employed for such systems so as to create
an efficient working environment for the CNG system similar to the one used for petrol systems.
Advantages: There are a number of critical benefits that can be availed by the use of a
Sequential CNG kit, some of which are accuracy in CNG injection, better mileage and
impressive performance, all thanks to the ability of this CNG kit to vary the volume of fuel in the
system according to the driving requirements.

Disadvantages: As for the disadvantages of Sequential CNG kits, the most prominent one is that
of a higher cost of ownership, sometimes even twice as high as that for a Venturi CNG kit. Also,
the installation process is a lot more complicated for these systems. Plus, these types of CNG kits
can be installed only in those cars that come with an electronic fuel injection system, which
restricts their scope considerably.

Closed Loop Systems

Aimed at keeping the flow of fuel well within optimum limits, a closed-loop system is that which
comes equipped with Oxygen sensors, also known as Lambda sensors, in the exhaust system that
work to monitor the exhaust emissions of the car and send the feedback to the ECU that controls
the gas flow so as to minimize the harmful emissions let out by the vehicle, thereby keeping a
check on automobile pollution.
Advantages: Keeping the harmful emissions under control, this particular kind of system plays a
significant role in cutting down air-pollution. In addition to that, the well-controlled flow of fuel
that takes place from the CNG kit to the engines intake manifold helps in obtaining a better fueleconomy.
Disadvantages: The only notable drawback that is seen in closed-loop systems appears when a
performance-crazy fanatic sits behind the wheel of the car. And that is because the careful check
that this system maintains on gas flow tends to bring the performance level down, not allowing
the fuel volume to vary according to the driving requirements.

14

Open Loop Systems

When there is no Oxygen or Lambda sensor present in the system that could send a feedback
from the exhaust, such a system is known as an open-loop system.

Advantages: The biggest advantage of this kind of a system is for those who prefer
performance-oriented vehicles. Since there is no check whatsoever on the flow of gas in such
systems, fuel is allowed to flow as the driver wants it to, resulting in a much better performance
and pick-up. Also, since Oxygen and Lambda sensors are not required in open-loop systems,
their cost can be eliminated from the total ownership cost of the CNG kit, which makes the entire
thing a much more affordable buy.

Disadvantages: Firstly, unchecked emissions that are let out by open-loop systems tend to cause
much graver damage to the environment than closed-loop systems. Secondly, these increased
emissions also result in excessive heat generated in the cars engine, which can cause severe
damages to its valves.

15

CUSTOMER AND DEALER SURVEY ANALYSIS:-

Customer

COMPANY FITTED V/S AFTER MARKET

According to the survey, around 56 % people preferred the installation of CNG kits in
their vehicles from an aftermarket source.

Most of these people said that they were provided a better service at a cheaper cost from
an aftermarket source.

Others described the fact that they were much better assured of the quality of service
provided through a company fitting, even though it did cost more.

TIME RUNNING SINCE CNG FITTING

It was observed that the majority of people, i.e. Around 55 % of the people got their
vehicle equipped with CNG less than 3 years ago.

A small fraction of people (less than 20%) had CNG equipped in their cars even before
i.e. more than 3 years or so.

16

LESS THAN 1
YEAR

23 %

1 TO LESS
THAN 3
YEARS

3 YEARS TO
LESS THAN 5
YEARS

35%

17%

GREATER
THAN 5
YEARS

NO REPLY

LESS THAN

REMAINING
PERCENT

10%

AVERAGE KILOMETERS (KMS.) RUNNING ON THE CNG

VEHICLE

The Analysis of the survey clearly depicts that the majority of people which is about 60
% have an average km. running of more than 800 km.

In comparison with diesel vehicles (or even petrol), it can be concluded that CNG
vehicles dont give a high enough avg. so are hence not suitable for the long distance
purposes.

500 TO LESS
THAN 800 KMS.

800 TO LESS THAN

1200 KMS.

LESS THAN 10%

AROUND 37 %

GREATER THAN
1200 KMS.
22 %

17

NO REPLY

REMAINING
PERCENTAGE

MILEAGE AND REASON OF PURCHASING

The majority of people (more than 72 %) told that the major reason of getting their car
equipped with CNG was that CNG was a cheaper fuel in comparison to either petrol or
diesel.

About 55 % of the people having a mileage of 15 to less than 20 (kmpl) had CNG
equipped in their car.

Remaining 44 % was equally divided among the cars of customers having a mileage of
less than 15 Kmpl or greater than 20 kmpl.

RUNNING COST ALONG WITH POWER AND PICKUP

Around 50 % of the customers described that they were satisfied or more than satisfied
with the running cost provided by the car after being equipped by a CNG cylinder.

About 10 % of people had neutral thoughts about it and others were either confused or
unwilling to comment.

Less than 18 % of the customers were satisfied by the power and pickup of a car when
being equipped with CNG cylinder.

Around 70 % of the people exclaimed that the power and pickup of a car running on
CNG was slightly or much less than a car running on petrol.

18

IMPACT OF INCREASE IN PRICE OVER RUNNING

FREQUENCY

Now, according to this category, about 45 % of the customers said that the increase in
price of CNG had a negative impact on their vehicles i.e. their running was reduced
marginally or in 13 % of these cases, very much.

About 15 % of the customers described their satisfaction and exclaimed that there had
been no impact because of increasing prices of CNG.

About 40 % of the customers were either unsure or didnt answer.

NO
IMPACT

ABOUT 15%

RUNNING
REDUCED
MARGINALLY

RUNNING
REDUCED
VERY MUCH

ABOUT 32 %

AROUND
13%

19

UNSURE / NO
ANSWER

40 %

WITH INCREASING PRICES WOULD HAVE GONE FOR

FITMENT NOW

According to the survey, it was seen that around 42 % of the customers would go for a
fitment even now with increased prices of CNG.

About 23 % customers said they wouldnt have gone for a fitment now whereas the
remaining percentage of people were not sure or didnt answer.

It can be seen as per the records that CNG was around Rs 21 in Delhi whereas now the
price of CNG in Delhi is about Rs 41 (i.e. almost twice in comparison to what the price
was 3 years back).

Dealer

CNG KIT TYPE PREFERRED

More than 90 % of the dealers (or their workers) said that customers these days
generally preferred installing sequential kits to their vehicles.

They further described that it provided a better pickup quality to the vehicle.

Many dealers only installed sequential kits to the vehicles as they exclaimed that it was
the only demand.Only a small percentage of dealers (about 5 %) told that they also
installed venturi kits into cars (even though sequential were in high demand).

20

TOTAL COST OF INSTALLATION

The majority of dealers (about 56 %) told that the complete cost of fitting of CNG
cylinders in a vehicle was more than Rs 25000.

30 % of the dealers didnt answer the question due to their confidentiality reasons.

The cost includes the complete fitting and paper work.

20000 TO
LESS THAN
25000

25000 TO
LESS THAN
35000

GREATHER
THAN 35000

NO REPLY

14%

34 %

ABOUT 22
%

REMAINING
PERCENTAGE

21

BRAND PREFERRED BY CUSTOMERS

More than 85 % of the dealers said that they sold cylinders of the brand Tomasetto as it
was the brand most in demand and preferred by customers.

Out of those 85 % dealers, some (15 %) even said that Lovato was another brand that
was being sold (though not as much in demand).

Rest of the dealers were skeptic in answering the question. Most of these brands of CNG
cylinders being sold were either Italian or North American.

PREFERRED CAR TYPE BY CUSTOMERS FOR CNG

INSTALLATION

About 75 % dealers said that mainly customers having a hatchback car came to the them
for a CNG installation.

Out of those 75 % dealers, some dealers (around 30 %), (and their respective workers)
even described that local vans were their major customers and their population had
increased hugely over the years.

Some dealers (about 14 %) told that there had always been a mix of various types of cars,
be it hatchback, sedan, vans or mpvs.

Remaining percentage of dealers were hesitant on answering the question.

22

EFFECT OF COST INCREASE ON MARKET

The majority of dealers described that there had been no major impact of cost increase on
the market.

Many even describes that the no. CNG customers had seen a major boost in the past 1-2
years.

Workers at S.H. Motors, Noida described that the customers of CNG had almost doubled
in comparison to the scenario 5 years back.

Only a small minority of dealers described that there had been a slight decrease in market
for them. Some of the dealers gave no answer.

MARKET
DEMAND
DECREASED

NO
IMPACT

ABOUT 6 %

ABOUT
47 %

MARKET
DEMAND
INCREASED
AROUND
23 %

23

NO ANSWER

REMAINING
PERCENTAGE

PROCEDURE OF CNG KIT FITTING

Installation

The installation of the gas equipment comprises the following parts:-

Pressure Regulator (Reducer)

Gas/Air Mixer (or Electronic Fuel Injector)
NGV Filling valve
High-pressure Lines
NGV Tank and Valve
Gasoline/NGV Selector Switch
Manometer
Gasoline Electro valve (if needed)
Heating system
Emulator

24

1.Regulator (Reducer)
The pressure regulator must be firmly attached to the vehicles body, making sure that there is no
movement whatsoever. The location of the regulator must comply with the following conditions:
It must go on a flat surface that allows the firm placement of the support bracket so that the
vehicles vibration will not loosen it. The manometer must be placed on the regulator in such a
way that it can be easily read at the time of filling the gas tank; therefore, the pressure regulator
must not be installed under any part of the motor that blocks the view of the manometer.

It is also imperative that the regulator be placed perpendicularly to the driving direction of the
vehicle. This is a necessary precaution so that that the vehicles movement does not affect the
membrane of the 3rd. stage of the regulator that commands the motors gas requirements. The
Regulators must not be placed too far from the gas/air mixer, so that the distance that the gas
must cover is not too large, thus allowing better operation at start-up time.

25

2. Filling valve

The filling valve must be mounted with a specially designed metal bracket, which is to be
affixed to the vehicle body with bolts. The bracket of the filling valve has a hole; a part of the
valve passes through it and the end is fixed with a nut. Both the bracket and the valve must be
rigidly mounted to withstand the pressure of the hose nozzle every time gas is loaded. This
component must not be installed near the car battery, to avoid the possibility of a spark while
loading; a spark combined with gas can cause an accident. It is also advisable to place it near the
regulator, so as to be able to control the filling pressure with the system manometer.

26

3.High pressure pipe

The installation of the high-pressure piping can be divided into four
sections:-

Section 1: Filling Valve - Reducer

Section 2: Cylinders - Filling Valve

Section 3: Stretch between cylinders (only when installing more than one cylinder)
Section 4: Cylinders - External Filling Valve (Optional)

A loop must be made in the Section filling valve reducer every time there is a change in
direction of the pipe, or only one if the pipe maintains one direction. It is very important that this
section be as short as possible, to avoid passing over other equipment in the engine bay. The
following precautions must be taken in the Section filling valve NGV cylinders: Securely
fasten the fuel pipe to the vehicle body using galvanized metal or plastic clamps so that there is
no movement whatsoever. The fasteners or clamps should not be placed at a distance exceeding
600 mm.

27

As in the case of the previous Section, every time there is a change in the direction of the pipe, a
loop must be made. The piping that goes under the vehicle must not hang; it must be placed
over some fixed part of the vehicles body that can act as its support base. In case the highpressure pipe must enter the trunk of the car, it should be on the same side as the filling valve, so
that the high-pressure pipe does not cross under the vehicle or behind the motor. Do not place the
high-pressure pipe next to the exhaust pipe of the car, since a leak of exhaust gases, which are
corrosive, can corrode the high-pressure piping. Should more than one cylinder be installed, the
piping between them must have a loop to absorb vibrations. This only applies if the cylinders
are next to each other; if they are separated, follow recommendation in Sectionfilling valve
reducer.

Note: Always assure that the ends of the high-pressure pipes are without burrs and no dirt or
metal filings have entered the pipe.

The Section external filling valve tank is optional; it does not substitute the placement of the
conventional filling valve. It should be securely mounted near the gasoline tank filler.

4.Cylinder brackets

Because of the weight of the NGV tanks, this bracket has to withstand great mechanical stress.
The forces that act on it are very high and can tear it off in a collision; therefore, this bracket
must be adequately mounted, with four bolts of no less than M10 with their corresponding lock
washer and nuts. The brackets for the NGV cylinders or cradles are specific for each cylinder
and for each type of vehicle. They are made up of the following parts: iron bracket on which the
cylinder(s) rests, a pair of metallic bands covered with a plastic sheath that avoids friction
between the metals and a pair of rubber straps to be placed between the cylinder and the above
mentioned bracket, also to avoid contact between the metals. The placement and location in the
trunk should be such that it takes up the least possible space.

28

5. NGV Tanks and their Valves

The tanks have a valve that must be installed very tightly. For this purpose, the cylinder is placed
on a specially prepared bracket-clamp that will hold the tanks while the valve is installed
avoiding its turning when the valve is being tightened. Before installing the valve in the cylinder
thread, 30 rounds of Teflon tape must be applied for better sealing. The valve must be tightened
in the cylinder with no greater than 25 kg. The cylinders should be placed in the same direction
as the car axels. The Manual Safety Valve must be easily accessible, so that it can be closed
without problems in case of a leak. On the same side on which the cylinder valve is placed, two
holes have to be made in the lower part of the trunk, to place the ventilation nozzles. These holes
will allow ventilation of any gas leakage that the cylinder valves may have.

To achieve this, before connecting the high pressure piping to the valve, a ventilation bag must
be placed on it and on the ventilation tube on the high pressure piping.Finally, after connecting
the piping to the valve, the bag over the already placed ventilation tube must be closed, and
another stretch of piping taken to the other nozzle; this connection is done with metal clamps,
whereas the junction between the tube and the bag is done with plastic clamps. Closing of the
ventilation bag is only to be done after leakage controls have been made.When the valve is
placed on the cylinder, it is advisable that the markings on the cylinder (indicating cylinder
number, date of manufacture and capacity) remain visible. This will simplify reading any data
that may be needed. When cylinders are installed under the chassis of a light truck, following
recommendations should be followed :- Before installation, check if the length of the cylinders
are suitable for that particular truck. In some cases it may be necessary to alter the routing of the
exhaust pipe. Cylinders under the chassis must be installed at no less than 250 mm from the
ground, with the valve towards the rear of the vehicle, to avoid scraping the ground.

29

6. Mixer
When placing the mixer, special care must be taken to ensure that there is no inflow of air due
to a faulty joint.
NOTE: Make sure that the mixer is exactly the one that corresponds to that engine.
Currently two types of mixers are available:-

1) In cases where the air filter is just above the carburetor; 2) in cases where the air filter is
separate from the carburetor, placing the mixer on the hose that joins them and not over the
carburetor.
In both cases, the pressure regulator and the mixer must be connected by means of a fire
resistant hose, in which must also be installed the maximum gas flow adjuster (Power Screw).
As previously stated, the fire-resistant hose must run the least possible distance between the
pressure regulator and the mixer. All joints must be made with clamps. It is also advisable to
fasten the hose to some fixed part of the vehicle with a plastic tie.

30

7. Closed-Loop System

The CLCS600 closed-loop lambda control system reliably controls the Air/Fuel ratio of natural
gas (CNG) or propane (LPG) engines at all operating conditions to stoichiometric. This reduces
tail pipe emissions and fuel consumption. Included are the electronic control module, a highresolution stepper motor gas flow metering valve and a wiring loom. Feedback from original or
retrofit throttle position sensor (TPS), or manifold absolute pressure sensor (MAP), as well as an
exhaust oxygen sensor is all that is needed to provide the performance needed to keep the A/F
ratio to EURO II or EURO III levels. (High efficiency catalytic converter is needed).

8. Petrol / CNG Selector switch - MULTIPLEX

The switch should be installed at an easily accessible location in the dashboard, so that the
change of fuel can take place effortlessly while driving and the lights of the switch are easily
visible. The wires that connect the switch to the different parts of the system must pass from the
dashboard to the engine bay and should be secured by plastic ties. All connections must be made
with the terminals supplied for that purpose. To identify each cable, one must resort to the wiring
diagram.

31

9. Gasoline electro valve

The electro valve (carbureted engine only) is placed between the gasoline filter and the
carburetor, interconnected by gasoline resistant rubber hoses and metallic clamps. When
installing the gasoline electro valve, special care must be taken as to the direction of the fuel
flow, indicated by a small arrow on the valve. As in the case of other components, the electro
valve must be fastened to the vehicle by means of the corresponding bracket, taking care that it is
not installed over any other electric part that may create a spark or that the flow of gasoline in the
hose does not run towards any element that may create a spark. In view of the above, the clamps
that are placed on the gasoline electro valve require the greatest care and attention. It is most
advisable to check all the other clamps of the gasoline system, particularly those between the
gasoline pump and the electro valve, because when closing the flow of gasoline the pressure is
greater than normal in that stretch.

32

10. Manometer

The manometer (only if used) must be placed in such a way that it is easy to read during filling.
It must be installed on the high pressure gas inlet of regulator and connected to the selector
switch to indicate the pressure of the gas in the cylinder.

11. Heating System

In view of the expansion of gas when the pressure falls from 200 bar to 3 bar, there is a great
cooling effect in the first stage of the regulator. To counteract this effect the regulator needs to be
heated, which is done by circulating hot water through this stage. This requires that the hoses that
carry the engine cooling water be cut and detoured to the regulator via two T connectors. The
hoses to use should preferably be those that come and go from the radiator of the vehicle.

12. Injectors Emulator

Allow for the electrical interruption of the vehicles petrol fuel injectors, without affecting the
operation of the vehicles ECU and onboard diagnostic systems. As pollution standards get
stricter, the manufacturers equip their vehicles with more and more sophisticated electronic
control units (ECU), which constantly check the operation of each component (Self-diagnosis
System, or OBD). Therefore, interrupting the Petrol injectors when running on CNG is construed
as a failure by the ECU (turning on the indicator on the dashboard - CHECK ENGINE). The
Injector Emulator intercept the original injector signals (when on CNG) and emulates a correct
signal, so no codes get set.

33

13. Oxygen Sensor Emulator

An important component for the good working of the engine is the Oxygen Sensor. While
working on CNG, it transmits an incorrect signal to the ECU and the CHECK ENGINE lamp
will come on. The Oxygen Sensor Emulator interrupts the sensor signal and emulates a correct
signal, so no codes get set.

14. Timing Advance Processor

In order for the engine to run optimally when operation on CNG, the ignition timing must be
more advanced. The Timing Advance Processor (TAP) advances the timing as required (up to 15
degrees).

15. Test for Leaks

Once the equipment has been installed, the cylinder valves must be closed and the system loaded
with gas through the filling valve and all the joints must be inspected with soapy water to detect
any possible leaks in the circuit. After the inspection, the vehicle is turned on with gas and the
system is regulated.

34

35

FUNCTION

The compressed natural gas enters the reducer at up to 200 bar (3000 psig) pressure. The
optional manometer displays the actual pressure of the gas.
The gas enters the 1st stage of the reducer where the pressure is reduced to 3.8 4.8 bar. The
gas pressure stabilizer technology is active. The gas enters the 2nd stage of the reducer where
the pressure is reduced to 0.8 1.5 bar.
The gas enters the 3rd stage past the electric solenoid valve, which is open only when 12 Volts
are applied.
A small amount of gas bypasses the 3rd stage for easy starting and idle control (adjustable
needle valve). This unique feature guaranties easy starting and virtually eliminates the risk of
backfire.

In the 3rd stage, intake manifold vacuum moves the membrane according to engine load and
RPM. A dampener provision stabilizes the flow and prevents excessive erratic movement of the
metering membrane, assuring smooth engine operation and lowest exhaust emissions. On large
engines the atmospheric side of the membrane is connected to the air cleaner for additional
dampening.

INSTALLATION
Secure the reducer to the vehicle bodywork.
Install away from heat sources.
Install below the minimum level of the coolant recovery reservoir.
Install upright and parallel to the driving direction of the vehicle.
The supply hose between the reducer and the mixer must be as short as possible.
Protected reducer against possible acid leaks from battery.
Possible leaks from the safety valve must be routed outside the engine bay.

36

Start the vehicle and wait for the engine to reach operating temperature (coolant gauge).
A. For the carburetor vehicles: Switch the switchover unit to neutral and wait for the carburetor
container to empty completely then switch the switchover unit to gas.
B. For injection vehicles: Run the engine at idle, switch the switchover unit to gas. The gas LED
will start to flash. Accelerate/decelerate to switch to gas.

CNG SYSTEM IN A CAR

37

CONCLUSION

This project thus gives a clear description of prevailing market scenario of CNG in India, the
different kind of kits being used these days, its fitting and the installation of a CNG kit. It further
describes various plans undertaken by the govt. of India to promote CNG within the country.

38

BIBLIOGRAPHY

www.google.com
wikipedia.org
www.omnitekcorp.com
www.cseindia.org
www.rncos.com
petroleum.nic.in

39