GASKIT FOR TWO WHEELER

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

DIPLOMA
IN
MECHANICAL ENGINEERING
BY

Under the guidance of-----------------------------

2004-2005
DEPARTMENT OF ELECTRICALS AND ELECTRONICS
 CERTIFICATE

Register number: _________________________

This is to certify that the project report titled “GASKIT FOR TWO WHEELER”
submitted by the following students for the award of the degree of bachelor of
engineering is record of bonafide work carried out by them.

Done by
Mr. /Ms._______________________________

In partial fulfillment of the requirement for the award of degree in

Diploma in Mechanical Engineering

During the Year – (2004-2005)

_________________ _______________
Head of Department Guide

Coimbatore –641651.
Date:

Submitted for the university examination held on ___________

_________________ ________________
Internal Examiner External Examiner
---------------------------------------------------------------------------------

ACKNOWLEDGEMENT
---------------------------------------------------------------------------------
 ACKNOWLEDGEMENT

At this pleasing moment of having successfully completed our

project, we wish to convey our sincere thanks and gratitude to the
management of our college and our beloved chairman
…………………………………………………, who provided all the
facilities to us.
We would like to express our sincere thanks to our principal
………………………………………, for forwarding us to do our
project and offering adequate duration in completing our project.
We are also grateful to the Head of Department Prof.
…………………………………….., for her constructive suggestions
& encouragement during our project.
With deep sense of gratitude, we extend our earnest & sincere
thanks to our guide
…………………………………………………….., Department of
Mechanical for her kind guidance & encouragement during this
project.
We also express our indebt thanks to our TEACHING and
NON TEACHING staffs of MECHANICAL ENGINEERING
DEPARTMENT,……………………….(COLLEGE NAME).
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GASKIT FOR TWO WHEELER

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CONTENTS
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 CONTENTS

1. Synopsis

2. Desired Properties of Engine Fuels

3. Introduction to Gasoline Fuel

4. Introduction to four Stroke Gasoline Engine

5. Disadvantages of Gasoline Engine

6. Necessity of using Alternative Fuel

7. Introduction to Natural Gas Technology

8. Necessary Alterations to convert the vehicle to LPG

9. Operation and conversion

10. Flow diagram of Gasoline and LPG fuel system

11. Parts drawings and their functions

12. Safety and precautions of LPG

13. List of Material

14. Cost Estimation

15. Conclusion

16. Bibliography

17. Photography
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SYNOPSIS
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 SYNOPSIS

An attempt has been made in this project to use alternative fuel in four stroke

engine to increase the efficiency.

Our fore most aim in selecting this project is to use non conventional fuel against

conventional fuel which is becoming scarce and costly now days. With this air is less

polluted than conventional fuels. It is also good with regard to economical considerations

and engine efficiency.

In our project, we have installed LPG fuel system to four stroke vehicle where in

we can use both gasoline and LPG. The alternations made to install LPG in the vehicle

are discussed.

LPG from storage tank comes to the adjustable regulator through a primary

delivery valve fitted at the mouth of the LPG cylinder.

 The gas comes by means of rubber hose to solenoid valve which operates in D.C.

electronic current. So a separate battery source is used to operate the solenoid valve.

From solenoid valve outlet, separate copper tubes for idle starting and for

acceleration are fitted to the carburetor.

Unlike petrol engine a separate gravity feed lubrication system is made available

since lubricating oil cannot mix with LPG to lubricate the various parts of the engine.
--------------------------------------------------------------------------------------

DESIRED PROPERTIES OF ENGINE

FUEL
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 DESIRED PROPERTIES OF ENGINE FUELS

1. KNOCK RATING:

The fuel should have high anti-knock value to make use of the higher compression

ratios.

2. VOLATILITY:

The volatility requirements of engine fuels are quite contrary. A high volatility is

desirable from the point of view of stability and good distribution, where as the

consideration of storage stability, vapor locking and carburetor icing dictate the use of

low volatile fuels. In practice, therefore a compromise is made and depending upon the

use the high and low volatile fractions are blended in suitable proportions.

3. CALORIFIC VALUE:

The fuel should have a high calorific value. However it is seen that depending

upon their grades, Gasoline have approximately the calorific value about 38 –48 MJ /Kg.
4. GUM CONTENT:

A good fuel should have the minimum gum content. Gum is formed by the

polymerization of some unsaturated hydro carbons.

5. SULPHUR CONTENT:

High sulfur content is obviously undesirable. Some of the sulfur compounds

restrict the action of tetracthy1 lead while some of them form corrosive compounds.

Eg: Sulphurous Acid

6. AROMATIC CONTENT:

As already explained the aromatics though are high knock rating hydro carbons,

yet have a corrosive action on the rubber of the fuel system and have high freezing point.

Therefore their proportion in the engine fuel should not exceed beyond a certain limit.
--------------------------------------------------------------------------------------

INTRODUCTION TO GASOLINE FUEL

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 INTRODUCTION TO GASOLINE FUEL

Gasoline is basically a volatile liquid fuel mixture of hydro carbons. As described

already it is a by product during the distillation of crude mineral oil and refining it further

by other processes. It does not have a fine composition. The constituents vary depending

upon the origin of the crude mineral oil. The important properties of gasoline are given

below.

1. VOLATILITY:

It is determined by the Reid vapour pressure which can vary from about 50 to 120

Kpa at 40˚C.

2. SPECIFIC GRAVITY:

It lies in the range of 0.1 to 0.75 some times instead of specific gravity A.P.I.

index of gravity is used.

 Degrees A.P.I = 143.5 - 131.5

Specific gravity at 15.5 ℃

3. CALORIFIC VALUE:

It is about 45 MJ / Kg.

4. SPECIFIC HEAT:

It is nearly 2.1 KJ / Kg.K

--------------------------------------------------------------------------------------

INTRODUCTION TO FOUR STROKE

GASOLINE ENGINE
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 INTRODUCTION TO FOUR STROKE GASOLINE ENGINE

The air fuel mixture from the carburetor enters the crankcase through the inlet port

during the upward movement of the piston fig (a). At the same time the mixture in the

cylinder is compressed, which is ignited when the piston is just at T.D.C. The

combustion takes place and the piston moves imparting motion to the crankshaft.

During the downward movement of the piston the mixture in the crankcase is

compressed and pushed into the cylinder through the transfer port, which pushes out the

exhaust gases through the exhaust port, at the same time filling the cylinder with a new

charge fig (b). This process is called ‘CROSS FLOW SCAVENGING’. Thus the

whole cycle is completed in four strokes, i.e. one revolution of the crankshaft.
--------------------------------------------------------------------------------------

DISADVANTAGES OF GASOLINE FUEL

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 DISADVANTAGES OF GASOLINE FUEL

1. It is one of the costliest liquid fuels.

2. Due to its high calorific value, it produces more heat.

3. In gasoline engine, the fuel does not burn completely and hence carbon deposit in

the combustion chamber is more.

4. Compression ratio in gasoline engines can not be increased and hence lesser

torque is developed.

5. Residue and oil contamination is more as it burns incompletely and hence

decreases engine life.

6. It has lesser octane rating.

7. When burns, it emits poisonous gas called carbon monoxide.

8. Due to incombustible gases, the air is polluted.

9. Gum content is more in gasoline engines.

10. Maintenance cost is more.

11. It gives less mileage when compared with LPG.

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NECESSITY OF USING ALTERNATIVE

FUEL
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 NECESSITY OF USING ALTERNATIVE FUEL

In the automobile field now the fuel used is known as petrol and fuel oil (Diesel).

Petrol is a volatile fuel which is used in spark ignition engines and fuel oil which is used

in compression ignition engine.

Basically both the fuels petrol and diesel is obtained from the crude oil (i.e.)

petroleum. Now the problem is, its availability is decreasing day by day in bulk and

insufficient for future decades. Hence an alternative fuel is essential to fight against

scarcity.

In term of long sight some alternative fuels are suggested and experimented by

various manufacturing units with technicians, such alternative fuels are as follows.

1. Methyl alcohol

2. Compressed Natural gas (CNG)

3. Liquefied Petroleum gas (LPG)

In this project we have installed LPG as alternative fuel in two stroke Gasoline

engine.
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INTRODUCTION TO NATURAL GAS

TECHNOLOGY IN ENGINE
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 INTRODUCTION TO NATURAL GAS

TECHNOLOGY IN ENGINES

The LPG means Liquefied Petroleum Gas. It is also called as bottled gas (or)

Refinery gas. It is obtained as a by product during cracking of heavy crude oils or from

directly obtained natural gas. The LPG obtained either from cracking or from CNG

(Compared Natural Gas) is dehydrated, desulphurised and traces of organic sulphides

(Mercaptans) are added to give warning of gas leak.

It is then filled in cylinders and compressed to that extend the fuel gas in liquid

state and supplied under the trade name like INDANE-BURSHANE, and many other

such suppliers. The calorific value is 27,800 Kcal/m³ approximately. Natural gas

technology I.C. engines beats the current emission standards for hydro carbons (HC) and

nitrous oxide (NO) by more than two thirds and level for carbondioxide (CO2) by more

half.

LPG consists of Hydrocarbons of such volatility that they can exist as gas under

atmospheric pressure but can be readily liquified under pressure.

 LPG also has an inherent high antiknock value. Its use eliminates the troubles that

might result from the accumulation of the compounds added to gasoline to raise its octane

value some engine designs with compression ratios as high as 10:1 use propane as a fuel

with excellent results.

LPG contains mainly parafin hydrocarbons up to C 4 (four carbon atoms). Two

different grades of LPG are supplied at present in India. Typical percentage

compositions of the grades according to Hindustan Petroleum are:

Constituent For house hold purposes In Bulk (%)

(in cylinder in %)

n-butane C₄ H₁₀ 27.2 68.9

Iso-Butane C₄ H₁₀ 24.7 18.3

Butylene 42.8 1.2

(Butene) C₄ H₈

Propylene C₃ H₈ 25 -

Propane C₃ H₈ 2.8 11.5%

Ethane C₂ H₆ - 0.1%

PROPERTIES OF PROPANE AND BUTANE

SL. NO. PROPERTIES PROPANE BUTANE
1 Initial boilingpoint in ℉ -51 +15

2 Specific gravity of the liquid at 60℉ and 0.509 0.582

4.22 kg 1 Sq. m
3 Specific gravity of the gas at a pressure of 1.52 2.01
29.92 inch of Hg
4 Air fuel ratio for complete combustion 1558:1 53.3:1
5 Vapour pressured at 100℉ (kg/sq.cm) 13.50 4.15

6 Octane number About 100 Slightly less

than 100
7 High heat value after vapourisation 11980 11700

COMBUTION PROPERTIES OF LPG AND GASOLINE

SL. NO. PROPERTIES LPG GASOLINE

1 Self ignition temperature (℃) 510 440

2 Flammable limits volume basis 1.0-9.0 1.3-7.1

percentage in air
3 Laminar flame velocity (cm/sec) 40 30
4 Lower heat value (Kcal/Kg) 12200 11100
5 Specific gravity 0.56 0.717
6 Peak flame temperature (℉) 3900-4100 3595

Also with regards diesel oil it is well known for its ill effects being Carcinogenic

and in places a diesel fuel oil engines are used. The scientists have isolated the deadly
compound fume which is believed to be the strongest Carinogen. In about

environmentally conscious countries are dissuading people from using diesel engines. In

short it is only the LPG and the CNG going to be the fuel for all road transport vehicles.

Another gaseous fuel that will be the future fuel in engines is the Coal Steam

Methane (CSM). India has 150 trillion cubic feet of methane present in coal seams which

at present considered as waste in coal mines. India produces about 55 million cubic

meters of gas per day. Demean in 260 million CM India will be the importing gas from

neighbors.
--------------------------------------------------------------------------------------

FEATURES OF LPG SYSTEM

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SPECIAL FEATURES OF LPG SYSTEM

1. LPG is cheaper than gasoline in cost as well availability.

2. It gives better manifold distribution and mixes easily with air.

3. It is highly knock resistant.

4. Residue and oil contamination is small as it burns early.

5. Crank case dilution is small thereby resulting in increased engine life

6. Due to uniform distribution thermal efficiency is higher.

7. LPG has a higher octane rating making it useful in engines having

compression ratio above 10:1.

8. It leaves little or no carbon deposits in the cylinder when it burns. It

is a clean gas.

9. Easy cold starting is possible due to thermal motion.

10. It has a low strain on lubricants.

11. Lesser exhaust emission and hence lesser air pollution.

12. High durability of exhaust system. Spark plug and upper cylinder.

13. Since it enters as a gas it cannot wash down the cylinder walls. Thus

not remove lubricant and so cylinder wall wear, piston rings wear is

decreased.
14. Increased engine life.

15. Maintenance costs are lesser.

16. Lean burning is possible.

17. LPG also has an inherent high anti knock value.

18. Due to its less calorific value engine working temperature does not

raise much.

19. More mileage by 1 Kg. Of LPG when compared to one litre of

gasoline.

20. No need of fuel pump.

21. LPG has minimum gum content.

--------------------------------------------------------------------------------------

NECESSARY ALTERATIONS TO
CONVERT THE VEHICLE TO LPG
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 NECESSARY ALTERATIONS TO CONVERT

THE VEHICLE TO LPG

First, because of the high octane rating of LPG (see Fig.1) the ignition must be

advanced by about 10% for slow speeds and since the gas burns slower than petrol, it

must be retarded by about 15% for high speed running.

Because LPG is a dry gas therefore has a higher electrical resistance than petrol

vapour, the sparking plug voltage should ideally be increased by about 30-40%.

However, in this respect, as well with regard to ignition timing, LPG will accommodate

to petrol engine settings, whereas with petrol as the fuel, the engine will not run

satisfactorily on settings fully adjusted to suit LPG.

Because of the extra voltage requirement (see fig.2) starting might become

difficult at an earlier stage in the normal in-service deterioration of sparking plugs than if

petrol where the fuel used.

 In some current designs, the fuel tank pressure is used to force the fuel through a

filter, or in some through a solenoid lock-off wall actuated by the ignition switch, before

reaching the first or primary pressure regulator. Here, the pressure reduction from 100psi

to about 15 to 5psi causes the liquid to vaporize. In some installations, heat is supplied

an engine cooling system heat exchange unit to prevent temperature drop at the point of

vaporization. Then the dry gas is passes to a low pressure regulator where it is released at

a pressure just below atmospheric pressure. These controls ensure a supply of fuel to the

engine only when it is in operation. A special carburetor meters the low pressure fuel and

mixes with air in the proper proportion.,

Although a gallon (4.27 litres) of 50% Butane – Propane fuel contains only about

78% of the heat energy of a gallon of gasoline, advocates of LPG claims that this

disadvantages can be more than compensated by taking advantage of the high octane

value of the fuel to increase the engines thermal efficiency through the use of high

compression ratio and optimum spark settings. Also, manifold heat can be eliminated or

held to a minimum, as the fuel is completely vaporized before it reaches the carburetor

and will not condense on the way to the engine.

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OPERATION AND CONVERTION

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 OPERATION AND CONVERSION

Since our guide was kind enough to allow us to carry out the project of our own

choice, we readily decided to take up the project of converting petrol system into gas

system.

We purchased an old vehicle which is not in running condition. A rework was

carried on the engine to make the vehicle road worthy. We decided to carry out the

project without much of alterations. The vehicle can be started either by petrol or by gas.

Earlier the engine was lubricated by petrol system. Since LPG cannot mix with

lubricating oil a thought had given to some other method to lubricate the moving parts of

the engine.

A 120ml of plastic cup with lid which readily available was used, a plastic tube

was fitted and other end of the tube fitted a nozzle with a 2mm (internal diameter) and the

copper tube brazed to carburetor horn as close to the mounting flange to the crank case.

The height of the oil cup was varied counting the number of drops coming out of the tube

nozzle inside the carburetor horn.

 Advantage is taken of not only the velocity of atmospheric air rushing into crank

case, during upward movement of the piston through the horn, but also the velocity of the

LPG coming out into the carburetor horn for which gas nozzle was brazed to carburetor

horn before the lubricating oil nozzle. As soon as the engine is started the oil is sprayed

by the velocity of not only the atmospheric air but also the velocity of LP gas entering the

carburetor horn as the gas is pressurized.

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LPG FUEL SYSTEM

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 LPG FUEL SYSTEM

FUNCTION:

When starting the engine, gas flows from the cylinder through solenoid valve, due

to vacuum creation inside the crank case and slider being closed, and the coming gas

enters directly through the idle passage into the intake tube, thus the engine starts.

When acceleration is applied, the slider moves upwards, so the gas enters both

through acceleration passage and idle passage into the crankcase thus the vehicle speed is

increased.

The quantity of gas going through idle passage is less and through acceleration

passage is more. If initial starting is difficult, the slider can be just raised for starting.

All before starting the engine, lubricant oil should be opened.

LUBRICATION SYSTEM:

The engine fitted to the vehicle for conversion to gas engine is a two port, cross

flow; return flow four stroke cycle engine the inlet port is a crankcase with a check case

compression type.

Lubrication of the parts like big and bearing, crankshaft main bearings, and the

cylinder wall all on the under side of the piston is by petrol system (i.e.) mixing lube oil

with petrol and stored in the petrol gravity tank.

Petrol is taken into the crank case the lube oil mixed in proper proportion as

required by the manufacturer, sticks to the metal working parts and provides wet

lubrication and all loss system. Due to working temperature the lube oil is in vapour

form and helps to lubricate the dudgeon pin bearing and piston boss.

Keeping this mind for the conversion to gaseous fuel (LPG) lubrication of the part

of the under side of the piston is considered the major problems. This problem is solved

as explained previously.
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PART DRAWINGS, CONSTRUCTIONS

AND FUNCTIONS
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 PART DRAWINGS, CONSTRUCTIONS AND FUNCTIONS

The following are the parts required to convert the vehicle to LPG

1. LPG Cylinder

2. LPG regulator

3. Pressure gauge

4. Solenoid valve

5. Oil tank with tap

6. Oil regulator

7. Modification in carburetor and intake tube

8. Battery with switch

9. Copper tubes, Rubber hoses and connectors

1. LPG CYLINDER:

Construction

It is a closed cylindrical container made up of thick steel plate. A primary delivery

valve is provided at the top of the cylinder.

 The delivery valve consists of a valve body where there is valve seat for the valve

to be seated. Under the valve there is a low tension sprig which retains the valve in

position. A threaded portion is provided in the valve body to fix the regulator.

The followings are the some of details about the cylinder.

a. Working pressure = 5PSI-15PSI (1PSI=0.071428 KG/CM²

b. Pressure inside the cylinder = 1.66 Mpa (1pa=1N/m²)

c. Pressure can be

With stand by the cylinder = 2.48 Mpa

d. LPG cylinder weight with gas = 4.6 Kg.

2. LPG REGULATOR:

Construction:

The regulator is a barrel structured body made of brass having a hose collar and

provision to fix a pressure gauge at the top. The amount of gas flow of required

pressure is controlled by a tapered pin which is of screw type fastened across the

hollow passage. At the bottom there is a knob which presses the valve in the cylinder

for the gas to come out.

 Function:

When the regulator is fastened in the valve body, the knob in the regulator forces

the valve inwards and gas comes out from the cylinder to the hollow passage of the

regulator. The flow of gas with pressure is prevented and secured by a tapered pin in

the regulator and comes out through hose collar from where it can be used.

3. PRESSURE GAUGE:

Construction:

The pressure sensing in this gauge is a Curved metallic tube of elliptical cross

section. It is a solid drawn out tube of a special quality bronze. The closed end of the

bourdon tube is connected to a hollow block. The hollow block is connected with the gas

space of the regulator. The pointer reads zero when open to atmosphere.

FUNCTION:

When the regulator is opened and pressurised gas is applied to the bourdon tube,

the elliptical cross section of the tube tends to become circular. This cause the tube to

straighten out slightly and the closed end of the bourdon tube moves. This movement

actuates the toothed sector and pinion to rotate. The pointer is mounted on the pinion.

Hence, the pointer moves on the graduated circular dial in clockwise direction to indicate

gas pressure in the cylinder. The pressure can be measured in 1b/inch² or Kg/cm².
 4. OIL TANK:

The tank is a cup shaped nylon container of 120 ml capacity having a lid along

with a rubber gasket.

The diameter of the tank gradually decreases from its mouth to its bottom. At the

bottom there is a filter to remove the foreign particles in the oil and there is a tap

provided to control the flow of oil. The tap is made up of a light metal.

5. OIL REGULATOR

CONSTRUCTION

The oil regulator consists of plastic tapered hollow rectangular body and provided

with a tapered guide way for the regulating wheel to move up and down. The regulating

wheel has a pin centrally which seats in the guide way. The wheel presses the inserted

tube which is inserted through the hollow portion of the body.

FUNCTION

When the wheel is in extreme down position oil cannot flow because of fully

meshing the tube and when it is moved gradually upwards it disengages from the tube

slowly and allow the oil to flow drop by drop continuously. A 2mm nozzle is provided in

the outlet of solenoid to mix the oil with gas.

7. MODIFICATION IN CARBURETTOR AND INTAKE TUBE

MODIFICATION IN CARBURETOR

A drill hole is made in the air passage of the carburetor before the slider and

copper tube of 6.3mm outer the slider and copper tube of 6.3mm outer diameter is

connected by making a bent in the tube itself (acting as a nozzle) facing towards

carburetor horn. This arrangement is done for acceleration purpose.

While giving acceleration, the slider moves upwards and hence gas from this tube

enters into carburretor horn, mixes with the air and enters into the crankcase. The

quantity of gas controlled by the slider is only a partial.

MODIFICATION OF INTAKE TUBE:

A separate passage is provided in intake tube for idle running. When starting,

amount of fuel required is more when compared to that of air. For this purpose a

minimum diameter (3mm) copper tube is connected by making a drilled hole in intake

tube.

So while starting, due to vacuum creation being slider in closed position gas enters

directly into the crankcase through the idle passage and helps the engine to start.

8. BATTERY AND SWITCH

A 12 volt direct current battery is required to make function of the solenoid valve

which operates only in battery current. An on-off switch is also needed to close and open

the solenoid.

9. COPPER TUBES, FLEXIBLE HOSES AND CONNECTORS:

Copper tubes, flexible hoses and connectors are used to supply the gas from

cylinder, oil tube for the supply of oil.

GASKIT FOR TWO WHEELER:-
--------------------------------------------------------------------------------------

SAFETY AND PRECAUTION

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 SAFETY AND PRECAUTIONS

LPG has the tendency to escape readily to atmosphere from poor sealing flow

units. With properly sealed carburettor, rubber hoses, copper tubes, solenoid and joints

and elbows in the systems, safety can be ensured. At most care is necessary while

handling the gas and the auxiliaries LPG cylinder valve, cylinder non return regulator

connected to it, particularly due to the following.

1. Because of its high calorific value as little as 1.55% of LPG in gas air mixture is

highly inflammable.

2. A raise in temperature increases the pressure in the storage tank and causes the

liquid contents to expand.

3. Naked flame, while hot items should not be there.

4. Overload should not be there.

5. Test for leaks with soap water or linked oil and never with an open flame.

6. When the engine is stopped the LPG supply from cylinder through the solenoid is

turned off.

7. The vehicle with LPG cylinder is not exposed to sun.

8. The LPG flows through tubes should not touch the rotating parts and hence

clamped.

9. Outlet regulator should be closed either by manually or by solenoid type.

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LIST OF MATERIAL
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 LIST OF MATERIALS

Sl. No. Name of the component Material Quantity

1. Solenoid Stand Mild Steel flat 1

2. Oil tank bracket Mild Steel flat 1

3. Main nozzle tube Copper 1

4. Slow running nozzle tube Copper 1

5. Gas tube (flexible) Rubber 1

6. Hose collar Brass 1

7. Female elbow Brass 1

8. Male “T” joint Brass 1

9. Nut Brass 1

10. Nut Brass 1

11. Union Brass 1

12. Olive Brass 1

13. Olive Brass 1

14. Cylinder stand Mild steel flat 1

15. Battery stand 1.Mild steel flat 1

2.“L” Angle iron

16. Oil tube Nylon 1

--------------------------------------------------------------------------------------

COST ESTIMATION
--------------------------------------------------------------------------------------
 COST ESTIMATION

1. MATERIAL LIST:

Sl. No. Name of the component Material Quantity Amount(Rs)

1. Solenoid Stand Mild Steel flat 1

2. Oil tank bracket Mild Steel flat 1

3. Main nozzle tube Copper 1

4. Slow running nozzle tube Copper 1

5. Gas tube (flexible) Rubber 1

6. Hose collar Brass 1

7. Female elbow Brass 1

8. Male “T” joint Brass 1

9. Nut Brass 1

10. Nut Brass 1

11. Union Brass 1

12. Olive Brass 1

13. Olive Brass 1

14. Cylinder stand Mild steel flat 1

15. Battery stand 1.Mild steel flat 1

 2.“L” Angle iron

16. Oil tube Nylon 1

2. LABOUR COST:

LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:

Cost =

3. OVERHEAD CHARGES:

The overhead charges are arrived by “Manufacturing cost”

Manufacturing Cost = Material Cost + Labour cost

=
=

Overhead Charges = 20% of the manufacturing cost

=

TOTAL COST

Total cost = Material Cost + Labour cost + Overhead Charges

=
 =

Total cost for this project =

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CONCLUSION
--------------------------------------------------------------------------------------

CONCLUSION

The project adventured by us is the one that can be used for both gasoline and

LPG. Even though it is complicated to convert to gas in four stroke engine, we have

entered to this project. We have done the project to simple in construction by low

expenses.

This is one of the advantageous project conserving the cost and scarcity of

gasoline. The compression ratio of the engine is from LPG which we have avoided for

the reason that if we suit the engine for it will not work with gasoline.

Road test and load test had been carried out for testing the condition of engine

with LPG and compared with gasoline.

In future this project can be modified by hiding all the open parts into one unit

which we haven’t now because of insufficient time for new designing.

--------------------------------------------------------------------------------------
 BIBLIOGRAPHY
--------------------------------------------------------------------------------------

BIBLIOGRAPHY

1. Automobile Fuel System : KEN GARRET

2. Engineering Chemistry : P.C JAIN and MONIKA JAIN

3. The Gasoline Automobile : BEN.G.ELLIOTT and .L. CONSOLI

4. Automobile Engineering Vol. II : KIRPAL SINGH

5. Automobile Engineering : G.B.S.Narang

6. Automobile Mechanics : JOSEPH HEITNER

7. Heat Power Engineering : G. MAGDOOM ALI and

K. BALASUNDARAM

8. Indian Auto (Magazine) : March 1997.

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PHOTOGRAPHY
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