Comparison of Liquified Petroleum Gas and

Gasoline as Fuel

I. Introduction:
This research paper introduces and defines the comparison of liquified
petroleum gas and gasoline as fuel for internal combustion engine. The internal
combustion engines which are the subject of this paper is spark- ignition engines
(sometimes called Otto engines). The common fuel for combustion engines are
diesel and gasoline but as the technology advances the use of LPG as fuel for
combustion engine is now widespread through the use of available conversion kit.

Gasoline, as used worldwide in the vast number of internal combustion

engines used in transport and industry, has a significant impact on the environment,

both in local effects and in global effects. Gasoline may also enter the environment

uncombusted, as liquid and as vapors, from leakage and handling during production,

transport and delivery, from storage tanks, from spills, etc. As an example of efforts

to control such leakage, many underground storage tanks are required to have

extensive measures in place to detect and prevent such leaks. Gasoline

contains benzene and other known carcinogens. Gasoline inhalation can produce an

intense high however the practice is thought to cause severe organ damage, including

mental retardation.
 While on the other hand, there is another kind of fuels that is not familiar for

other people to used, and it is LPG. LPG or Liquefied petroleum gas, it also referred

to as simply propane or butane, are flammable mixtures of hydrocarbon gases used

as fuel in heating appliances, cooking equipment, and vehicles. It is increasingly

used as an aerosol propellant and a refrigerant, replacing chlorofluorocarbons in an

effort to reduce damage to the ozone layer. When specifically used as a vehicle fuel

it is often referred to as auto gas.

Varieties of LPG bought and sold include mixes that are propane butane and,

most commonly, mixes including both propane and butane. In the northern

hemisphere winter, the mixes contain more propane, while in summer, they contain

more butane. In the United States, mainly two grades of LPG are sold: commercial

propane and HD-5. These specifications are published by the Gas Processors

Association (GPA) and the American Society of Testing and Materials

(ASTM). Propane/butane blends are also listed in these specifications.

1.1Internal Combustion Engines

Internal Combustion Engines (ICE) are heating engines or work producing

devices that use air and fuel as the working fluid. As the name implies heat addition
is realized through the ignition (combustion) of the fuel-air mixture within the
cylinder itself. Although gas turbines are also classified as internal combustion
engines, the name usually applies to reciprocating piston-cylinder arrangements of
which there are two types, the spark-ignition and the compression-ignition engine.
 There are different types of engine cycles as described (Pulkrabeck 2006) in
internal combustion engines. These are air-standard cycles; otto cycle; real air-fuel
engine cycle; diesel cycle etc. Through the course of the paper we will use only one
specific cycle (otto cycle) to use in two different operating fuels (Gasoline & LPG).

The Otto Cycle is a set of processes used by spark ignition internal

combustion engines (2-stroke or 4-stroke cycles). These engines first ingest a
mixture of fuel and air, then compresses it that cause it to react, thus effectively
adding heat through converting chemical energy into thermal energy, and exand
the combustion products. It will then eject the combustion products and replace
them with a new charge of fuel air
1.2 SPARK- IGNITION OR (SI) ENGINE

An SI engine starts the combustion process in each cycle by use of a spark

plug. The spark plug gives a high-voltage electrical discharge between two
electrodes which ignites the air-fuel mixture in the combustion chamber
surrounding the plug.
1.3 SPARK – IGNITION OPERATION

In SI engines the air and fuel are usually mixed together in the intake system
prior to entry to the engine cylinder, using a carburetor (Fig. 1-3a) or fuel-injection
system (Fig. 1-3b). In automobile applications, the temperature of the air entering
the intake system is controlled by mixing ambient air with air heated by contact
with the exhaust manifold. The ratio of mass flow of air to mass flow of fuel must
be held approximately constant at about 15 to ensure reliable combustion.

1.4 Gasoline Fuel

Gasoline is a refined product of petroleum crude oil, consisting of various

ingredients, primarily hydrocarbons. The gasoline is derived from petroleum usually
containing hundred of ingredients (150-1000 different compounds). It is usually
contains 10% ethanol alcohol where it belongs to the different compounds stated.
Gasoline specifications and ingredients are usually determined by government and
environmental regulations. Specifications and test methods can be found in
publications of SAE (Society of Automotive Engineers), and ASTM (American
Society for Testing Materials). (Fuel – Testers 2009)

Gasoline engines can be grouped into a number of types depending on

several criteria, including their application, method of fuel management, ignition,
piston-and-cylinder or rotor arrangement, strokes per cycle, cooling system, and
valve type and location. In this section they are described within the context of two
basic engine types: piston-and-cylinder engines and rotary engines. In a piston-and-
cylinder engine the pressure produced by combustion of gasoline creates a force on
the head of a piston that moves the length of the cylinder in a reciprocating, or back-
and-forth, motion. This force drives the piston away from the head of the cylinder
and performs work. The rotary engine, also called the Wankel engine, does not have
conventional cylinders fitted with reciprocating pistons. Instead, the gas pressure
acts on the surfaces of a rotor, causing the rotor to turn and thus perform work.
 The Lower Heating Value of the Gasoline is 43000 kilojoule per kilogram and
the air fuel ratio is 14.6:1

1.4 ENGINE OPERATING CYCLE

The majority of reciprocating engines operate on what is known as the four

stroke cycle. Each cylinder requires four strokes of its piston two revolutions of
the crankshaft to complete the sequence of events which produces one power
stroke.

http://kids.britannica.com

Figure 1.4: Fuel-Injection System

1. First Stroke: Intake Stroke - The intake event is when the air-fuel mixture
is introduced to fill the combustion chamber. The intake event occurs when
the piston moves from TDC to BDC and the intake valve is open. The
 movement of the piston toward BDC creates a low pressure in the cylinder.
Ambient atmospheric pressure forces the air-fuel mixture through the open
intake valve into the cylinder to fill the low pressure area created by the piston
movement. The cylinder continues to fill slightly past BDC as the air-fuel
mixture continues to flow by its own inertia while the piston begins to change
direction. The intake valve remains open a few degrees of crankshaft rotation
after BDC. Depending on engine design. The intake valve then closes and the
air-fuel mixture is sealed inside the cylinder.

2. Second Stroke: Compression Stroke - When the piston reaches BDC, the
intake valve closes and the piston travels back to TDC with all valves closed.
This compresses the air-fuel mixture, raising both the pressure and
temperature in the cylinder. The combustion chamber is sealed to form the
charge. The charge is the volume of compressed air-fuel mixture trapped
inside the combustion chamber ready for ignition. Compressing the air-fuel
mixture allows more energy to be released when the charge is ignited. Intake
and exhaust valves must be closed to ensure that the cylinder is sealed to
provide compression.

3. Ignition (Combustion) - The ignition (combustion) event occurs when the

charge is ignited and rapidly oxidized through a chemical reaction to release
heat energy. Combustion is the rapid, oxidizing chemical reaction in which a
fuel chemically combines with oxygen in the atmosphere and releases energy
in the form of heat. Proper combustion involves a short but finite time to
 spread a flame throughout the combustion chamber. The spark at the spark
plug initiates combustion at approximately 20° of crankshaft rotation before
TDC (BTDC). The atmospheric oxygen and fuel vapor are consumed by a
progressing flame front. A flame front is the boundary wall that separates the
charge from the combustion by-products. The flame front progresses across
the combustion chamber until the entire charge has burned.

4. Third Stroke: Power Stroke - The high pressure created by the combustion
process force the piston head away from the cylinder head. Piston force and
subsequent motion are transferred through the connecting rod to apply torque
to the crankshaft. The torque applied initiates crankshaft rotation. The amount
of torque produced is determined by the pressure on the piston, the size of the
piston, and the throw of the engine. During the power Stroke, both valves are
closed.

5. Fourth Stroke: Exhaust Stroke- The exhaust stroke is the final stroke and
occurs when the exhaust valve is open and the intake valve is closed. Piston
movement evacuates exhaust gases to the atmosphere. As the piston reaches
BDC during the power stroke combustion the exhaust valve opens, and inertia
of the flywheel and other moving parts push the piston back to TDC, forcing
the exhaust gases out through the open exhaust valve.
1.5 FUEL

The main fuel for SI engines is gasoline, which is a mixture of many

hydrocarbon components and is manufactured from crude petroleum. Crude oil
was first discovered in Pennsylvania in 1859, and the fuel product line generated
from it developed along with the development of the IC engine. Crude oil is made
up almost entirely of carbon and hydrogen with some traces of other species. It
varies from 83% to 87% carbon and 11% to 14% hydrogen by weight. The carbon
and hydrogen can combine in many ways and form many different molecular
compounds. One test of a crude oil sample identified over 25,000 different
hydrocarbon components. (Oberte, 1973)
Petroleum fuels ignite and burn readily, and produce a great deal of heat and power
in relation to their weight. The one composition requirement common to all
petroleum fuels is that they consist entirely of hydrocarbon molecules (hydrogen
and carbon) except for small amounts of impurities and/or additives. In this paper,
the gasoline and LPG are the fuel subjected to comparison.

1.5.1 Gasoline is a refined product of petroleum consisting of a mixture of

hydrocarbons, additives, and blending agents. The composition of gasoline
varies widely, depending on the crude oils used, the refinery processes
available, the overall balance of product demand, and the product
specifications. The typical composition of gasoline hydrocarbons (%
volume) is as follows: 4-8% alkanes; 2-5% alkenes; 25-40% isoalkanes; 3-
7% cycloalkanes; l-4% cycloalkenes; and 20-50% total aromatics (0.5-
2.5% benzene). Additives and blending agents are added to the
hydrocarbon mixture to improve the performance and stability of gasoline.
These compounds include anti-knock agents, anti-oxidants, metal
 deactivators, lead scavengers, anti-rust agents, anti-icing agents, upper-
cylinder lubricants, detergents, and dyes (IARC 1989; Lane 1980).
Information regarding the property of gasoline is located in Table 1.5.1.

Table 1.5.1:

Source: hindustanpetroleum.com
Figure 1.5.1 (a): Chemical Identity

Source: hindustanpetroleum.com
Figure 1.5.1 (b): Physical and Chemical Data
 Source: hindustanpetroleum.com
Figure 1.5.1 (b): Fire and Explosion Hazard Data

1.5.2 Liquefied Petroleum Gas also referred to as simply propane or butane,

are flammable mixtures of hydrocarbon gases used as fuel. Liquefied gases are
made from natural gas liquids (NGL), which are in turn recovered from
associated petroleum gas (APG). LPG is a fossil fuel closely linked to oil. About
two thirds of the LPG people use is extracted directly from the Earth in the same
way as ordinary natural gas. The rest is manufactured indirectly from petroleum
(crude oil) drilled from the Earth in wells in the usual way. Chemically, LPG is
a mixture of two flammable but nontoxic gases called propane and butane. Both
of these are hydrocarbons (their molecules are made from different combinations
of hydrogen and carbon atoms): propane molecules (C3H8) have eight hydrogen
atoms attached to three carbon atoms, while butane molecules (C 4H10) have ten
hydrogen atoms bonded to four carbon atoms. LPG sometimes contains a
variation of butane called isobutane, which has the same component atoms (four
carbons and ten hydrogens) connected together in a slightly different way.
Information regarding the identity of LPG, refer to Table 1.5.2.
Table 1.5.2 :

Source: haldiapetrochemicals.com
Figure 1.5.2 (a): Chemical Identity

Source: haldiapetrochemicals.com
Figure 1.5.2 (b): Physical and Chemical Data

Source: haldiapetrochemicals.com
Figure 1.5.2 (c): Fire and Explosion Hazard Data
1.6 FUEL ADDITIVES

Fuel additives are intended to help improve fuel economy, lower

maintenance costs, reduce impurities and harmful deposits, reduce exhaust
emissions, and improve the overall performance and reliability of the fuel.
Different fuels may be formulated with different "packages" of fuel additives.
Additives may also be added to fuels during storage or at the time of fueling.
Often, the precise chemical composition of many fuel additives and additive
packages is proprietary to the manufacturer. Particular combinations and percent
content of additives may be specified in a fuel's governing standard. Where
additives are approved for use or required by American Society for Testing and
Materials (ASTM) standards or military standards, the chemical composition of
the additive may be more readily available. Common fuel additives include:

Alkyl lead was a common gasoline additive until the late 1960s used to obtain
higher octane ratings and reduce engine "knock." Lead additives have been reduced
or entirely phased out of most automotive gasoline formulations due to the
environmental hazards associated with lead-containing exhaust emissions. As
Leaded automotive gasoline typically contained one or more grams per liter
(>1,000 parts per million [ppm]) of alkyl lead. Today, unleaded automotive
gasoline contains only a few ppm of lead. Aviation gasoline (Avgas) continues to
contain significant concentrations of alkyl lead, typically at levels greater than
1,000 ppm.
Anti-oxidants are primarily used to prevent gum formation in gasolines and
aviation fuels.

Biocides may be added to any type of fuel to kill microbes when their growth
becomes a recurring problem.
Conductivity additives increase the electrical conductivity of gasolines, aviation,
and diesel fuels, thereby reducing the buildup of static charges during mixing,
transfer, and shipment.

Corrosion inhibitors protect against corrosion during pipeline transfer and

storage of fuels. They have also been found to improve the lubricity, or capacity to
reduce friction of fuels. Corrosion inhibitors are used primarily in gasoline,
aviation fuels, and diesel fuels.

Detergent additives prevent the buildup of gum deposits in engines and extend
fuel injector life. They also help keep fuel filters clean. Detergent additives are
primarily found in diesel fuels and automotive gasoline.

Metal deactivators prevent metal contaminants in any type of fuel from oxidizing
with hydrocarbons and other compounds to form gums or precipitates.

Oxygenates are oxygen-containing hydrocarbons that are added to automotive

gasoline to boost the octane rating, reduce the smog-forming tendencies of exhaust
gases, and suppress engine knock. The increased oxygen content promotes more
complete combustion, thereby reducing tailpipe emissions. Common oxygenating
additives are methyl tertiary butyl ether (MTBE) and ethanol.
1.7 FUEL IMPURITIES

Refined petroleum fuels can contain a variety of undesirable impurities that

originate from the crude oil, develop during the refining process, or are introduced
during shipment or storage. The most common fuel impurities are discussed below.

Gums are high molecular weight compounds containing hydrogen, carbon,

oxygen, and usually sulfur and nitrogen. They are formed when the hydrocarbon
molecules in stored fuels are oxidized or polymerized after exposure to air,
sunlight, and/or elevated temperatures. When gums precipitate from the fuel, they
can clog and form deposits on vital engine components such as filters and injectors,
causing mild to severe engine performance problems. Anti-oxidant fuel additives
can prevent the formation of gums.
Metals formed during certain refining processes can oxidize and contribute to
the formation of filter clogging gums in any type of fuel. This problem is addressed
by using a metal deactivator additive.

Microbial contamination occurs after fuels leave the refinery since the
refining process sterilizes fuel. Microbes, including algae, bacteria, and fungi feed
on the fuel and use the water in the fuel for their oxygen supply. They can multiply
and plug fuel filters with an odorous slime. Some of the microbes can also produce
corrosive acid byproducts. Minimizing water content and treating with a biocide
additive will control microbial growth in fuel.

Sediment is a common contaminant of fuels and usually consists of rust,

mineral scale, sand, dirt, and other insoluble impurities. To address this problem,
fuels are filtered upon delivery into bulk and operating storage systems to remove
as much sediment as possible before the fuel is delivered to the end user.
Sulfur compounds can be corrosive to metals in fuel systems and are controlled
by the total sulfur content limits found in the fuel specification.

Water is a very common fuel impurity. Fuel can become contaminated with
water during shipping and storage. Water can condense from the fuel itself, may
leak into fuel containers from the outside, or it may be present in containers before
they are filled with fuel. Water in fuel may also contain other impurities that can
cause corrosion problems and damage filters, pumps, and injectors. Water is denser
than fuel and can be removed as it collects at the bottom of a storage container.
 In general, lighter hydrocarbons release less carbon dioxide during
combustion than heaver hydrocarbons, because lighter hydrocarbons consist of
fewer carbon atoms per molecule. The mass of carbon dioxide released per Btu of
fuel – the “carbon content” – is a good first-order indicator of the CO2 emissions
comparison between fuels. The carbon content for twelve common fuels is shown
in (Table 3). While it is a good indicator, carbon content represents only part of the
CO2 emissions equation. The amount of fuel consumed plays an equally important
role. Fuel consumption varies by fuel type and technology for each application.
For example, since diesel (compression) engines are generally more efficient than
spark-ignition engines, some of the CO2 emissions disadvantage of diesel
compared to other fuels is offset. (Further details for estimating CO2 emissions are
provided in the Methodology section.) Small amounts of methane and nitrous
oxide are also emitted during combustion, though they play a minor role in
affecting climate change as compared to carbon dioxide. In the U.S., methane and
nitrous oxide together represent less than 1% of the total CO2-equivalent emissions
from stationary combustion sources (Climate Leaders 2004).

The Greenhouse Gas (GHG) footprint of LPG is relatively small compared to

gasoline fuel in terms of total emissions and emissions per unit of energy
consumed. Because of LPG’s relatively low GHG emission rate, its share of GHG
emissions is smaller than its share of energy supply. Figure 4 shows the relative
contribution to total U.S. GHG emissions by fossil fuel combustion and from other
sources. CO2 emissions from fossil fuel combustion represent 79% of total
emissions, while LPG combustion represents only 1.05% of total U.S. emissions.
 Figure 5 illustrates the relative contribution to total energy related CO2
emissions for the U.S. in 2005. Although LPG contributes 1.53% of the U.S.
energy supply, its share of energy-related CO2 emissions is 1.32%. Coal, the
highest emitting major fuel, represents 28.2% of the U.S. energy supply and
36.4% of energy-related CO2.
PROBLEMS:

For LPG Thermodynamic

Analysis:

(Four cylinder, 2.5 liter)

𝑉1 = 𝑉𝑑 + 𝑉𝑐
= 0.000625
+ 0.0000822

𝑉1 = 0.0007072 𝑚3

𝑃1 𝑉1 (100)(0.0007072)
𝑚𝑚 = =
𝑅𝑇1 (0.287)(333)

𝑚𝑚 = 0.000740 𝑘𝑔

State 1:

𝑇1 = 60℃ ≈ 333𝐾 , From Table 1

𝑃1 = 100𝑘𝑝𝑎 , From Table 1

State 2: The compression stroke 1-2 is isentropic:

𝑃2 = 𝑃1 (𝑟𝑐 )𝑘 = (100𝑘𝑝𝑎)(14)1.35 = 𝟑𝟓𝟐𝟓. 𝟗 𝒌𝑷𝒂

𝑇2 = 𝑇1 (𝑟𝑐 )𝑘−1 = (333𝐾)(14)1.35−1 = 𝟖𝟑𝟗𝑲

𝑻𝟐 = 𝟓𝟔𝟔℃

State 3: Using equation for the heat added during one cycle:

𝑄𝐻𝑉 𝐸𝑐 = (𝐴𝐹 + 1)𝑐𝑣 (𝑇3 − 𝑇2 )

(46500)(1.0) = (15.6 + 1)(0.821)(𝑇3 − 839)

𝑻𝟑 = 𝟒𝟐𝟓𝟏𝑲 ≈ 𝟑𝟗𝟕𝟖℃

𝑇3 4251
𝑃3 = 𝑃2 ( ) = (3525.9) ( )
𝑇2 839

𝑷𝟑 = 𝟏𝟕𝟖𝟔𝟒. 𝟖𝟒 𝒌𝑷𝒂

State 4: Power stroke 3-4 is isentropic:

1 𝑘−1 1 1.35−1
𝑇4 = 𝑇3 ( ) = (4251) ( )
𝑟𝑐 14

𝑻𝟒 = 𝟏𝟔𝟖𝟖𝑲 ≈ 𝟏𝟒𝟏𝟓℃

1 𝑘 1 1.35
𝑃4 = 𝑃3 ( ) = (17864.84) ( )
𝑟𝑐 14

𝑷𝟒 = 𝟓𝟎𝟔. 𝟔𝟕 𝒌𝑷𝒂
 𝑇1 333
𝐸𝑜𝑡𝑡𝑜 = 1 − ( ) = 1 − ( )
𝑇2 839

𝑬𝒐𝒕𝒕𝒐 = 𝟎. 𝟔𝟎𝟑 ≈ 𝟔𝟎. 𝟑%

For Gasoline Thermodynamic Analysis:

(Four cylinder, 2.5 liter)

𝑉1 = 𝑉𝑑 + 𝑉𝑐 = 0.000625 + 0.0000822

𝑉1 = 0.0007072 𝑚3

𝑃1 𝑉1 (100)(0.0007072)
𝑚𝑚 = =
𝑅𝑇1 (0.287)(333)

𝑚𝑚 = 0.000740 𝑘𝑔

State 1:

𝑇1 = 60℃ ≈ 333𝐾 , From Table 1

𝑃1 = 100𝑘𝑝𝑎 , From Table 1

State 2: The compression stroke 1-2 is isentropic:

𝑃2 = 𝑃1 (𝑟𝑐 )𝑘 = (100𝑘𝑝𝑎)(8.6)1.35 = 𝟏𝟖𝟐𝟔 𝒌𝑷𝒂

𝑇2 = 𝑇1 (𝑟𝑐 )𝑘−1 = (333𝐾)(8.6)1.35−1 = 𝟕𝟎𝟕𝑲

𝑻𝟐 = 𝟒𝟑𝟒℃

State 3: Using equation for the heat added during one cycle:

𝑄𝐻𝑉 𝐸𝑐 = (𝐴𝐹 + 1)𝑐𝑣 (𝑇3 − 𝑇2 )

 (43000)(1.0) = (14.6 + 1)(0.821)(𝑇3 − 707)

𝑻𝟑 = 𝟒𝟎𝟔𝟒. 𝟒 𝑲 ≈ 𝟑𝟕𝟗𝟏. 𝟒 ℃

For Constant Volume:

𝑇3 4064.4
𝑃3 = 𝑃2 ( ) = (1826) ( )
𝑇2 707

𝑷𝟑 = 𝟏𝟎𝟒𝟗𝟕. 𝟑 𝒌𝑷𝒂

State 4: Power stroke 3-4 is isentropic:

1 𝑘−1 1 1.35−1
𝑇4 = 𝑇3 ( ) = (4064.4) ( )
𝑟𝑐 8.6

𝑻𝟒 = 𝟏𝟗𝟏𝟑. 𝟗 𝑲 ≈ 𝟏𝟔𝟒𝟎. 𝟗 ℃

1 𝑘 1 1.35
𝑃4 = 𝑃3 ( ) = (10497.3) ( )
𝑟𝑐 8.6

𝑷𝟒 = 𝟓𝟕𝟒. 𝟕𝟖 𝒌𝑷𝒂

𝑇1 333
𝐸𝑜𝑡𝑡𝑜 = 1 − ( ) = 1 − ( )
𝑇2 707

𝑬𝒐𝒕𝒕𝒐 = 𝟎. 𝟓𝟐𝟖𝟗𝟗 ≈ 𝟓𝟐. 𝟗%

The result of the Thermodynamic Analysis for LPG and Gasoline (see Fig.1)
 LPG GASOLINE
Temperature
T1 60oC or 333K 60oC or 333K
T2 566oC or 839K 434oC or 707K
T3 3978oC or 4251K 3791.4oC or 4064.4K
T4 1415oC or 1688K 1640.9oC or 1913.9K
Pressure
P1 100 kPa 100 kPa
P2 3525.9 kPa 1826 kPa
P3 17,864.84 kPa 10,497.3 kPa
P4 506.67 kPa 574.78 kPa
Thermal Efficiency
%E 60.3% 52.9%

(FIG. 1)

These equations were gathered from the book of Willard W. Pulkrabek

entitled Engineering Fundamentals of the Internal Combustion Engine (Second
Edition) as the basis for our computations for each fuel namely the LPG and
Gasoline.

The result of the analysis shows big difference in the temperature and
pressure. To further understand the difference of LPG and Gasoline in temperature
(see Fig.2) and in pressure (see Fig.3). These data will help us to understand the
effect of different fuels in our cycle. This analyzation will also help us in defining
the benefits of each fuel used in our cycle. Constant values, other given values and
the problem can be found at Pulkrabek’s book.
 This analysis is done to further learn about the advantages and disadvantages
of each fuel in the otto cycle and also their thermal efficiency.

Environmental Factors:

In terms of the environmental factors LPG is considered “green” (i.e., it is

friendly to the environment). Compared to gasoline, LPG is claimed to have 75

percent less carbon monoxide, 40 percent less nitrogen oxides, 87 percent less

ozone-forming potential, 85 percent less hydrocarbons, and 10 percent less carbon

dioxide. Compared to diesel, LPG is reported to have 60 percent less carbon

monoxide, 90 percent less nitrogen oxides, 70 percent less ozone-forming potential,

and 90 percent less particulates.

On the other hand, Petroleum-derived contaminants constitute one of the most

prevalent sources of environmental degradation in the industrialized world. In large

concentrations, the hydrocarbon molecules that make up crude oil and petroleum

products are highly toxic to many organisms, including humans. Petroleum also

contains trace amounts of sulfur and nitrogen compounds, which are dangerous by

themselves and can react with the environment to produce secondary poisonous

chemicals. The dominance of petroleum products in the United States and the world

economy creates the conditions for distributing large amounts of these toxins into

populated areas and ecosystems around the globe.

Cost Efficiency:

Table 2:

Fuels Gasoline LPG

Liters per 100 KM 9.9L/100 KM 12.3L/100 KM

Approximate kilometer
per year 25000 KM 25000 KM

Cost of fuels 45 pesos per liter 25 pesos per liter

Total fuel cost per year 111,375 pesos per year 76,875 pesos per year

Annual savings = 34,500 pesos when using LPG

Table 2 shows the difference of gasoline and LPG when it comes to cost estimate.

As you can see in the data even though you only have 9.9L/100KM in gasoline

at first you will see that it is more efficient to use than the LPG that have

12.3L/100KM, but in the long run you’ll realize that LPG is more cost efficient than

gasoline with a total fuel cost of 76,875 per year.

Some of the people doubt converting to LPG because of the cost of

conversion, but they don’t need to doubt. Converting your gasoline car to LPG it can

cost you more like, approximately 84,000 pesos or higher, yes it is costly at first but

as you can see to the tabulated data you’ll notice that after a year you cost less for
about 34,500 pesos when you used LPG. And that 84,000 that you spend in

converting to LPG will get back to you after 3 years or less.

Conclusion:

When we talked about fuel consumption the gasoline is the more favorable

than LPG, it have a 2.4 percent discrepancy. Gasoline has a lesser heating value of

43,000 kj/kg compare to LPG which has 46,500 kj/kg and also because LPG has a

higher calorific value (26.1kWh/m3) than natural gas (10.6 kWh/m3) It is important

to make an engine on a gas consumption basis, if so, I think LPG could be better

than NG(compressed) duo to its lubricity characteristics, however experiments

indicate that after a period of 2-4 years, damages would happen to the engine

compared to the same period for Diesel or Petrol engines. In terms of efficiency it is

favorable of the LPG which has 60 percent efficiency compare to gasoline that only

have 52 percent. About power density if you are talking about an atmospheric

engine, OK, natural gas engines have less torque or power, although LPG liquid

injection engines can actually have higher torque and power than petrol engines. But

if you use turbo-charging, there is no reason why natural gas engines should have

less torque or power than petrol engines. The temperatures of LPG are also higher

than gasoline because LPG has higher heating value and compression ratio that have

a high effect on the temperatures and pressure. And when it comes to emission I’ll
go for LPG because just like what I’ve said on the environmental effects the LPG

has lesser chemicals exhaust like carbon dioxide.

References:

 http://www.volker-quaschning.de/datserv/CO2-spez/index_e.php
 http://www.afdc.energy.gov/fuels/fuel_comparison_chart.pdf
 http://www.haldiapetrochemicals.com/images/pdf/LPG.pdf
 https://www.hindustanpetroleum.com/documents/pdf/MSDSGasoline.pdf
 “LPG vs. Petro” * www.elcogas.com *www.inmotioncars.inquirer.net
 "LPG vs. Petrol". NRMA Motoring Blog. Archived from the original on
2011-07-14. Retrieved 2011-01-22.

 Kakar, Sunil. "A Global Way Forward: Creating a Sustainable Growing

Autogas Market". The Greenfuel Company. Retrieved 2013-07-10.

 “Fuel characteristics”. http://www.propane-generators.com/. Copyright

1995-2017 US Carburetion, Inc. Retrieved on February 8, 2017.

 Internal-Combustion Engine. (2016). Funk & Wagnalls New World

Encyclopedia, 1p. 1.

 "Autogas". Propane Education & Research Council. Retrieved 2013-07-12.

UNIVERSITY OF THE EAST CALOOCAN

COLLEGE OF ENGINEERING

CRUZ, ARVIN JANSEN O.

20131144837

10.FEBRUARY.2018