Diesel to Propane Conversions

The EcoDiesel System is Technocarb’s flagship injection system, specifically designed for the diesel engine market.

Decrease harmful particulate and Nox emissions
Greatly optimize engine performance
Increase fuel mileage
Increase horsepower and torqueIncrease time between service intervals
Increase engine life
Decrease engine oil dilution and contamination
Decrease harmful combustion chamber deposits

How Does The EcoDiesel System ™ Work?

By carefully monitoring specific engine inputs, Propane or Natural Gas is injected into the air intake system either pre or post turbocharger (or into the air intake system of a non turbo engine) through our unique directional injection nozzle at a predetermined rate programmed into our microprocessor based on vehicle specific engine parameters. The microprocessor is always in control of the stand-alone system and will shut down and signal the driver if any problem with the engine is detected or in the unlikely event that a component of the EcoDiesel System TM should fail, now that’s peace of mind! When LPG or CNG is injected into a Diesel engine, it enhances the flame propagation by evening out the normally violent combustion that commonly occurs in the Diesel combustion chamber. This evening effect provides a more complete burn, a much cleaner burn, and a less violent burn, resulting in much lower harmful emissions, increased power and torque, and the system pays for itself with increases in fuel mileage!

EcoDiesel System ™ Features

Improved fuel economy
Increased horsepower
Reduced Emissions
Can be set for maximum emission and particulate reductions at idle speeds if desired (eg: School Buses)
Digitally controlled programmable microprocessor
Monitors LPG or CNG pressure
Liquid Propane ingestion prevention/protection
Gaseous fuel specific injectors
Monitors exhaust gas temperature
Draws liquid LPG, not vapour
Performs in any climate
Processor constantly monitors and adjusts fuel delivery levels and components every few microseconds
Built in run timer Built in fault code recorder/display
Designed for use with cruise control
Patent Pending

Adding LPG To A Diesel Fueled Engine

To explain the process of what happens when LPG is added to a diesel engine;
The basic factors that will affect the power produced in a diesel engine are the volume of air, which is greatly enhanced by turbo-charging, as well as the volume of diesel fuel. The combustion of the air/fuel mixture creates exhaust gasses which drive the piston.

Increasing the diesel component in an engine can greatly affect the power as the heat energy is increased causing further expansion of the exhaust gasses. The expanded gasses are both a function of increased exhaust heat and volume resulting in an increase in turbo boost. The upper limit will be governed by the need to keep exhaust gas temperatures and boost pressures in a safe range.

The addition of LPG into the air stream achieves a number of benefits to the overall power, efficiency, and emissions of the engine. When the LPG mixes with the intake air charge, it displaces some of the air with a combustible gas. The air charge now mixed with LPG becomes a combustible mixture and will enhance the flame propagation of the diesel burn once ignited. In proper mixtures, the high auto-ignition value for LPG allows the ignition timing (critical compression) to remain unaffected for the initial diesel combustion. The end result is a significant increase in power from the higher cylinder pressures, and a more efficient burn of the diesel charge. The increased efficiency is a result of more of the diesel charge being consumed during the combustion cycle and less escaping as unburned particulate. To qualify this statement it is necessary to look beyond the normally high efficiency of a diesel engine at steady state conditions, and focus on the transitional conditions namely acceleration, deceleration, or any conditions that vary boost conditions. During these conditions the air fuel ratio varies greatly due to changes in boost therefore resulting in less than optimal combustion. Late model engines employing electronic injection and wideband O2 sensors are less prone to this variance, however the vast majority of diesel engines used in various sectors still rely on mechanical injection.

The reduction in diesel consumption is due to the increase in power from the LPG addition allowing less throttle being required to achieve the same power level as without LPG. From an economic standpoint, a lower cost fuel is being substituted for diesel lowering the overall operational costs. Additionally there is an efficiency gain of a few percent above the LPG/diesel fuel cost savings.

Emission cleanup is achieved in three ways, first through the reduced volume of diesel required when injecting LPG thus reducing a particulate producing fuel (diesel). Secondly, LPG produces less Nox than diesel therefore the substituted volume produces a lower level of Nox, and thirdly, the LPG/air mixture also helps combust any stray diesel molecules that escape the normal or steady state combustion process and result in particulate matter.

Test procedures utilizing a dyno, fuel consumption by weight, particulate and Nox measurements will render a complete picture of power gains, economy and emission reduction levels through various levels of propane injection.

Propane or Natural Gas Diesel Supplement System

For turbo OR non-turbo applications.
Can be installed pre OR post turbocharger.
When installed post turbo the EDS compensates for turbo boost up to 50PSI.
Available for either Liquid Propane (LPG) or Compressed Natural Gas (CNG) applications.
System specifically designed for harsh under hood environments.
NOT driver adjustable, can only be adjusted by authorized personnel.
Basic fuel map can be set up to maximize fuel economy or power, or the best combination of both.
A “plug-n-play” wiring harness, the EDS harnesses utilize weatherproof connections to plug into the ECU.
Easy-to-install and compact fuel supply nozzle.
The controller and regulator are compact and fit easily under the hood.
Self-calibrating fuel mapping feature.
Liquid Propane is converted to vapor before injection, completely eliminating any possibility of engine failure from liquid propane entering the diesel induction system.
Drawing liquid Propane from the fuel tank to the vaporizer allows the system to operate at full power as the LPG level in the tank drops, all the way down to about -15°C (~ 1bar of tank pressure).
Our LPG configured system utilizes a standard liquid withdrawal propane tank.
The extensive fuel mapping features allow the system to be programmed for higher levels of vapor injection at low loads to minimize overall operating costs.
Our “State-of- the-Art” fuel mapping system prevents detonation at higher power levels.
Easy Internet downloadable software installation
Uses an “off the shelf” male/male USB cable for programming, no expensive “unique” or “special” cables required.
With a “Blue Tooth” wireless adapter no cable needed for programming.
Multistep transition between fuel cell ranges produce a seamless cell to cell transition, generating smoother power.
VERY accurate fuel mapping possible for special application power band requirements.
You have the option of using two EGT sensors on any „V” type engine.
Idle mode can be enabled or disabled as dictated by customers‟ specific application requirements.
System may be programmed to shut off flow of vapor fuel during deceleration and braking.
Enhances engine brake performance when system is set accordingly (reduced brake wear).
Fully cruise control and PTO (power take off) compatible.
Can be set for Imperial (US) or Metric units of measure.
Special “Idle Emissions” mode for max. pollution reduction at idle, perfect for school busses etc.
Adjustable RPM source (allows many more source point options on engines).
Self calibrating TPS low/high value feature.
Very easy to read “Dash Board” screen layout, VERY useful on a road test with the vehicle bouncing around!
Live Data Record/Playback mode, a unique “flight recorder” feature allows multiple data acquisition points for later review/comparison.
EDS controller logs actual vehicle engine runtime and LPG/CNG run time, no questions if system was on or off!
Built in fault code (DTC) logging screen
You can view any current DTC as well any DTC in log files.
Resettable “use timer” should actual system usage data be required.
Log viewer screen display in 1 sec.
Increments with multiple overlay input options (mouse point over graph will read instantaneous data at that specific point on the graph).
With a fast internet connection and a laptop, the EDS can be factory checked/programmed anywhere in the world!