Yes. And the results speak for themselves. Mechanical LPG systems have been available in the trucking industry for decades now. These systems are traditionally large and clunky, with hit-and-miss results, designed for 400+hp engines. This is the first time a proper system has been designed specifically for smaller diesel vehicles – modern electronics allow the control required to meter such small amounts of gas. This system has been available since mid-2004.

Yes. In fact, it is probably safer than most petrol systems. All kits are fitted to Australian Standard AS1425, one of the most stringent LPG fitting standards in the world. The system is designed to cut injection at idle, when the brakes are applied, or if there is any malfunction. We have never had any failures. The computer module is similar to fuel injection control units used in most cars. The control valve and gas lock off valves are the only moving parts in the system; both are designed to shut down in the event of any failure, shutting off gas flow at both the tank and engine. The system uses tried and tested components that have been used in LPG conversions for many years.

Yes. And the results speak for themselves. Mechanical LPG systems have been available in the trucking industry for decades now. These systems are traditionally large and clunky, with hit-and-miss results, designed for 400+hp engines. This is the first time a proper system has been designed specifically for smaller diesel vehicles – modern electronics allow the control required to meter such small amounts of gas. This system has been available since mid-2004.

No. In order to maximise all of the benefits of this system, the engine must be in good condition (this applies for any performance or economy modification). Since the engine is burning the entire amount of diesel injected, the engine will now run cleaner with no soot build-up in the combustion chambers. This means the engine oil stays cleaner for longer, therefore doing a better job and extending engine life.

Doesn’t matter. You don’t even need to switch the system off. You will notice a decrease in power as the LPG runs out. The system does not affect the diesel injection system, so it will continue to run on diesel as it did before the Diesel/Gas system was fitted, although with noticeably less power! When you do fill up the LPG again, the system will automatically begin injecting gas again. LPG is becoming more available – it is now possible to drive a LPG powered vehicle around the National Highway.

Most installations take approximately 2-3 days to fit and tune. Dyno tuning, if required, takes about half a day extra. (Dyno tuning is not normally required, and is only done at your request).

This depends on a number of variables, not least of which is rising fuel prices. A (very) rough guide would be 100 000km. We can calculate a more accurate figure for you if you supply vehicle details and current fuel consumption figures. The final figure will always be subject to the difference in price of LPG and diesel. Also bear in mind the additional benefits of this system – in particular extended engine life (a cost saving in itself). See Economy section for more details.

This depends on the vehicle. Usually the tank is mounted underneath the vehicle, where space allows. This is to avoid encroaching on the cargo space. Where there is low ground clearance or no room underneath, the tank can be mounted inside (to Australian Standard 1425). There is not any safety problem fitting the tank inside, other than taking up space. Tanks mounted beneath the vehicle are protected by a steel guard. In some instances the exhaust pipe may need to be re-routed.

Typically, the LPG tank needs to be 1/3 the capacity of the diesel tank. 30l of LPG is sufficient for approximately 100l of diesel. In a 4WD, one litre of LPG is sufficient for 25-30km. Put another way, LPG consumption should be the range of 3-4l/100km. Tanks are available in a variety of sizes and capacities, so we can fit one to suit your vehicle and requirements. See Vehicles section for some examples of tank fittings.

No! One of the (big) advantages of this system is that the diesel injection is not touched. This means if you run out of gas, you can still drive normally on diesel only. Of course, if you run out of diesel, we can’t help you.

If there is a fault in the system (eg the alternator fails and no longer sends an engine speed signal) the system shuts itself down, preventing any gas flow. This is a safety measure to prevent over fuelling. The vehicle will still drive normally on diesel only.

For performance only get both fitted. If you are looking for power and economy Diesel/Gas is the solution. This system delivers real dollar savings at the bowser, as well as extended range and reduced engine wear (and will not increase emissions). While producing extra power in its own right, the system will also significantly improve the gains of any other performance modification. Dyno testing has shown the system will still deliver up to 20% more power on top of any other performance gain. (See Vehicles for an example).

The computer module can only be programmed by an approved Diesel/Gas Australia installer. This is for engine protection and safety reasons. The cost of the system includes tuning. Adjustments can be made as necessary and usually take no more than ten minutes. For those who want to maximise the benefits of this system for their vehicle, dyno tuning is available at extra cost.

No. Since more power is being produced the engine does not have to work as hard so it will not run hotter. Exhaust gas temperatures are also cooler since there is no longer excess fuel being burnt in the exhaust system.

We recommend changing the oil after 1000km and again at 5000km. The engine is now being cleaned internally, so the engine oil will be much dirtier to begin with as the carbon build-up is removed. After these two oil changes, the normal service interval can continue. These oil changes can be done by your usual workshop.
Service intervals are not affected by this system, other than the first two oil changes. Special oil is not required.

Yes. The system is fitted with its own wiring harness, and does not interfere with any of the electronics found on modern diesels. The diesel injection is not de-rated in any way on either electronic or mechanical engines.

Yes. If the engine runs properly on biodiesel, it will certainly handle the DieselGas system, delivering the same results (and will be even cheaper to run, due to the cost of biodeisel). Emissions are dramatically improved again as well

Diesel/Gas Australia Installations are backed by a 3 year Parts, Labour & Engine Warranty by Elite Warranty. Elite is Australia’s largest independent supplier of wholesale warranty systems to the automotive industry and is accredited by ASIC with an Australian Financial Services License

Quite simply put our testing shows that by introducing the LPG prior to the turbo, the turbo performs like a mixer ensuring the most consistent and even distribution of LPG vapour with the air. Even distribution of LPG with the air flow ensures each cylinder receives an equal quantity of LPG vapour avoiding potential engine damage. This will also maximise power and economy gains whilst limiting those harmful exhaust emissions. This method is quite safe as the percentage mix of Air/LPG passing thru the intercooler (if fitted) is not flammable and even if it were the delivery of LPG ceases immediately if charge air pressure (boost) drops due to common turbo failure or a major leakage of charge air. No LPG, no potential problem. Introducing LPG vapour prior to the turbo requires a constant LPG pressure only that is electronically monitored and maintained within a strict operating range. Systems, other than Diesel/Gas Australia, employing post turbo LPG introduction require a constantly changing LPG pressure to overcome charge air pressure. The LPG pressure required in these systems may be equal to or up to 5 times higher than a pre turbo injection and can result in reduced system safety and erratic LPG delivery in differing ambient conditions. We have many thousands of clients with turbo charged vehicles operating with LPG travelling through the turbo; some of these Heavy Goods Vehicles with engines exceeding 600HP have travelled in excess of 1 million kilometers. There has never been any problem with any of these engines or turbo chargers caused by LPG vapour. The bottom line is that we do not need to introduce post turbo so we do not.