LNG needs to be converted to CNG in order to run in an engine whether it's metered and spark ignited or fogged into intake of an electronically controlled diesel as substitution (the electronics will throttle back the diesel injection amount if intake is fogged with natural gas, you can substitute up to about 50% with CNG without making any software changes to the engine, to get higher substitution ratios you need to have some new software development. You can run CNG in a spark ignition engine if you have a way to accurately throttle gas delivery but it can be done. You're just limited to how much fuel you can carry.
LNG is held at cryogenic temperatures at relatively low pressures (<50 psig IIRC). It has to run through a heat exchanger to vaporize the liquid so it can be utilized. It's much more energy dense than CNG.
CNG:
1.1-1.6 lb/gal
23000-34000 BTU/gal
2500-3600 psig tank pressure
Ambient temperature in tank
LNG:
3.5 lb/gal
75000 BTU/gal
10-50 psig tank pressure
-259 deg F tank temperature
In an application where a fuel tank is completely used up in a shift and runs day in and day out year round like mining equipment, locomotives, and marine applications LNG is very attractive to use as a fuel. Farm equipment is not a very attractive application of LNG. You also need very expensive and complication filling tankers and a liquefaction plant to liquefy natural gas.
I know more but am not at liberty to say anything everything I recited here can be found online.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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