Many owners of cars with large volumes, without wishing for a number of reasons to switch to more economical vehicles, are thinking of changing the type of fuel to cheaper and independent of the increase in the excise duty on petroleum products.
The liquefied gas, and more precisely, a mixture of propane and butane, is practically the only available alternative to gasoline today. The equipment for the development of the injection system is available, and the payback period of the injection engine is small.
However, all motorists understand that fuel types are not only cheap and expensive, but also more or less fire-dangerous. If we take the trio from diesel, gasoline and gas, the first place will be the diesel, and the gas as the most volatile, the most recent. What is the attraction of this fuel, what is the equipment for its injection and what is the danger of a car transferred to gas?
Savings from GBT in numbers
Lately, manufacturers who have always been watching the market have started to offer cars with a "factory" GBT, although they do not do it too much-complicate the terms of the guarantee and the probability of repair, and the fire risks of fuel remain a topical issue.
It makes sense to take charge of installing the GBT if the monthly mileage is at least 1,500 \ 2000 \ km
However, a number of cars, for example, the Renault Sandero or UAZ Patriot can be bought with the manufacturer's warranty. Those who own a car that is not part of a limited list of stamps and models will have to install GBT on their own, having spent the money on this and giving the manufacturer a wonderful reason to take away the guarantee for the car.
If you read the relevant forums, you can draw a number of conclusions about which machines should be installed and under what conditions. It makes sense to take this, if the monthly mileage is at least 1,500 or 2,000 km. In this case, there is a chance to pay off the installation costs for approximately one year, provided that the gas consumption does not exceed the petrol consumption per unit of mileage by more than 10 per cent. In terms of numbers, the cost of installing the GBT on a gasoline engine varies between 25 and 60,000 with installation. The GBT for diesel engines is slightly higher-it will cost about 90 thousand.
What do you need to know if the car went to you and the GBT?
Depending on the age of the car you bought, it can be practically any equipment from the existing five generations. Considering the fact that for the installation of the GBT of the latest model it is enough to equip the car with the right electronics and, in fact, get rid of the staff gas injection, transfer the engine completely to the gas, you can become the owner of anything.
It should be said, of course, that such improvements would take more than the car itself, so there are few such projects. On the other hand, in the case of a reconstructed old car with a powerful and voracious engine of a few litres, such costs would be justified for the aesthetic achievements and acceptable economic characteristics of the machine for daily use.
Nevertheless, the general rule is: the older the car, the less equipment it is installed on it.
TBTO Generations and Differrelations
At the advanced age of carbusts, it is possible to meet the first generation of the gejector type (that is, working by suction of gas into a reservoir with a vacuum created in it). The electronic system was not equipped with such systems, so it is not very economical to do so. In addition, they are sufficiently fire hazard by the "cotton" propensity to catch gas in the reservoir, where it is mixed with air. As a general rule, the throttle in this car is equipped with a special "door", so that the flame under the hood will not come out, but by exploiting the vehicle with such a GBT, it is necessary to monitor the leakage of petrol in the subspace and eliminate them immediately.
The second-generation TBB is essentially the first generation GBT, but it is based on the lambda probe, the throttle position and the engine speed sensor. It was installed on cars with injection fuel injection and allowed to achieve compliance with the Euro-1 standard, and in some cases Euro-2. The current conditions for the registration of vehicles in most European countries do not match. Compared to the first generation, it is possible to achieve greater economy.
In third generation systems, there are gas injects for the pair or each of the available cylinders. If the only nozzle in the second generation system was taken into a collector chamber, the trout systems were mounted in the third generation systems, leading to cylinders leading to cylinders. The electric power and the microprocessor is controlled by the microprocessor, allowing for high fuel efficiency by a thin overdose of fuel.
The GBT 4 generation system is a 3-generation derivative. The speed of reaction to the correction of the microprocessor is different, and therefore more economical in combination with an almost negligible loss of engine power.
Unlike previous generations, the gas in fifth-generation systems is charged directly to the combustion chamber and in liquid form
The fifth generation GBT systems are based on the application of the new principle. Unlike previous generations, gas in fifth-generation systems is charged directly to combustion chamber and liquid form. Thus, the GBT system for the first time in the history of development has become almost safe (except for the remaining high requirements for the leakproofness of the cylinders and the tracts that deliver the gas to cylinders). Naturally, with the use of liquefied gas, the difference between it and the gasoline has become smaller (and the other is charged as liquid, nozzle and spraying similar). This enabled the use of all electronic engine management sensors and reduced the number of equipment. In addition, the engine meets the Euro 3 or Euro-4 standard when using the GBW5 engine.
May I put GBT on a diesel engine?
First of all, if earlier only the owners of petrol-fuelled vehicles were able to save, there are now systems adapted to working with diesel engines. Previously, all problems were too high compression of diesel engines and the lack of a spark-ignition system. Later, however, the GBT systems were introduced with a combination of food, known as gas diesel. Ironically, the principle of work on the combined fuel was laid by Rudolf Diesel himself. Diesel continues to be used as fuel, but to a lesser extent, and the remaining necessary part is supplemented by gas. Diesel fuel, as always, ignates compresses and fuels the gas. The percentage of gas in the air mixture depends on the perfects of diesel fuel equipment and the complexity of the GBT. At present, there is an opportunity to increase the percentage of propane in diesel fuel to 30 per cent.
Overall, it can be concluded that the TBG continues to develop as the need for alternative fuel is increasing year by year. In addition, the equipment for gas use costs a reasonable amount of money and can be " recapited" fast enough. All this suggests that in the future the propano-butane mixture will become an equivalent of petrol, and in the future it may be able to get it out of the automotive fuel market.
