Methane gas is metered into a diesel engine's air intake, before the turbocharger, by the air filter. As the enriched air/gas mixture increases the engine's power, the diesel's own governor senses the power increase and backs off on diesel flow. The ITG system maintains a balance of gas-to-diesel ratios, ( about 80-50% natural gas to 20-50% diesel fuel) keeping the proper BTU energy within the engine across its power curve. These controls have taken approximately fifteen years to develop and are patented.

The concept actually started with Rudolph Diesel himself around 1900. He put 'illuminating gas', what we call utility natural gas, into the engine's air filter and saw that the engine ran better. Years later truckers learned they could add small amounts of flammable gasses into an engine's air intake and get more power when climbing hills or racing. ITG's refined this basic technology nearly 15 years ago as rising fuel prices and emission requirements created a need to improve diesel performance.

Diesel design engineers in the early years had no reason to complicate the engine's design with vapor gasses. Modern day designers are trained in the fuel injection process, consequently they designed systems to inject vapor gas into each cylinder the same as liquid diesel fuel. These injection systems work well but they are expensive, require high-pressure gas and are not practical for retrofit to older engines.

This is a common misconception for bi-fuel. Since we are still burning diesel fuel with the natural gas, the engine keeps its full rated HP and standard operating temperatures.

Tests on customer's engines have seen NOx lowered up to 60% and visible smoke practically eliminated. The system received California Clean Air Certification in 1992 and additional tests have been performed for various ITG clients. Each project requires specific testing depending on which emissions are an issue. Details are available upon request by contacting ITG.

If gas is lost the engine continues automatically on full diesel until gas is restored. If the diesel fuel runs out or is lost, the engine stops as normal. Bi-fueled engines will not run on gas alone.

Not efficiently. LPG has a much lower auto-ignition temperature, limiting the amount of as that can be used with diesel fuel.

ITG controls, of course, are designed to never let this happen. But if it should, the result would show immediate temperature changes in the engine's performance and the bi-fuel system would be turned off, putting the engine back to 100% diesel operation.

No. We do not add any controls to shut down an engine. All of ITG's controls are designed to place the engine back to full diesel operation or sound alarms to check minor malfunctions.

With thousands and thousands of hours of bi-fuel operation on mobile and stationary engines, large and small, around the world, there has never been report of gas damage to the engine or surrounding area. Safe, lighter and air natural gas is used daily for industry boilers, stoves, furnaces and a host of other applications.

Yes if the next engine is of the same general model, size and load.

Yes. ITG has the electronics to interface with the manufacturer's controls.

ITG takes special precautions to not change an engine's basic design. We are an 'after market' product which is covered by most engine warranty statements, saying the manufacturer will not pay if damages are caused by an after market product. Our warranty offsets this limitation by stating ITG will repair or replace any engine damaged by b-fuel. This statement is backed up by insurance coverage.

ITG bi-fuel provides all the best features of both natural gas and diesel engines. Oil changes are extended so that oil analysis becomes the best indicator on when to change the oil. Mobile engines have gone four times longer between changes. Engine wear is reduced because natural gas is a clean fuel. Overhauls are greatly extended. On large, stationary, lightly loaded engines, wet-stacking is practically eliminated.

ITG's first concern is knowing that an engine is in good operating condition. Also, what are the goals for the engine? After answering these questions the conversion takes about one week with the engine 'down time' as little as one hour during the cut over. Final tune-up causes fluctuations in the engine's output so only non-sensitive loads should be on the engine. Gas lines and other requirements must be ready before an ITG technician arrives.

ITG has recently moved to a larger facility with natural gas. A generator is being installed to demonstrate any condition one might see in the market place. New customers and consulting engineers are invited to visit ITG any time to conduct any desired tests.