Diesel, LPG and Petrol Performance Centre LPG Installations, Servicing and System Upgrades Mechanical Repairs and Servicing – All Makes Diesel Particulate Filter (DPF) Problems Solved 500BHP 2WD Rolling Road with Printout Nitrous Oxide Petrol and Diesel Kits			Insurance Approved

After 4 years of development and extensive testing on a wide range of cars and light vans of up to 3.5 Tons, we can now offer customers Diesel Blend conversions using either CNG or LPG.

All the development has been carried out by the fuel injection Technical Team at CRD Performance in Bolton, including Eddie Zyla and Mark Howarth.

Photographs of some of our development vehicles; an Audi Q7, a Vauxhall Insignia and a BMW 330D. Click the images for more details.

Development vehicle:
Fiat Grande Punto 1.9 JTD fitted with a Zavoli LPG system on a track day at Elvington.

The patented control unit we’ve designed uniquely takes input signals from a vehicle’s Common Rail Diesel system and outputs control signals that are synchronised with the diesel injectors and relative to the quantity of diesel being injected. These control signals can be used with almost any make of CNG or LPG vapour or liquid system (for example BRC, Prins or Vialle) enabling most diesel engines to run on a blend of diesel and Gas.

LPG Diesel-Blend VW Transporter:
Gerd Van Aaken with his newly converted LPG diesel-blend VW Transporter.

 

CNG vs LPG – Whats The Difference?

CNG is compressed natural gas, the same gas we use for cooking and heating that’s used by most households from the National Grid. LPG is Liquefied Petroleum Gas that’s used also for heating and cooking (where natural mains gas isn’t readily available) and is also sold in over 1400 petrol stations in the UK, commonly for use with LPG converted petrol vehicles.

CNG is the cleaner of the 2 fuels and has a higher octane rating (i.e. its resistance to burn) of 130 – 140 (compared with 105 for LPG), allowing for a greater substitution ratio of gas to diesel. Its availability at present is limited in the UK, unlike the rest of the world, especially Germany, Holland, India and Pakistan where it can be purchased at most fuel stations. With the recent discovery of Shale gas in the UK and the Government’s go-ahead for Fracking to take place, CNG is set to become the new fuel of the future.

Although CNG can be compressed and cooled to become LNG (liquefied natural gas) this is not commercially viable on small to medium cars and vans due to the storage tank costs involved.

LPG is still much cleaner and cheaper than either petrol or diesel and is more readily available in the UK and also has a network of approved installers who are already trained to carry out LPG installations. Although its lower octane rating limits how much diesel substitution can be made, with a good ECU remap, it’s possible to achieve savings that are quite close to that of CNG.

One advantage of using LPG over CNG is the size of storage tank required; LPG is stored in low pressure compressed liquid form (at about 10 bar) and it expands 255 times when released into vapour form, so only a small tank is usually required. CNG is stored as a compressed Gas at over 200 bar using very strong and heavy steel storage tanks; lightweight carbon fibre composite tanks can be used but are much more expensive. Generally, CNG tanks are about 3 times the size of an LPG tank—not usually a problem if being fitted to a van or commercial vehicle.

Any diesel vehicles converted to run initially on LPG instead of CNG can easily be converted to CNG at a later date, fairly inexpensively; the only changes necessary being the tank, supply pipe and reducer.

Ford Transit Diesel LPG/CNG Development/Demonstration Vehicle:

Under-bonnet view of the LPG/CNG system	LPG and CNG tanks

CNG Cost & Refuelling

At the time of writing, the cost of diesel in the UK averages around £1.45 per litre; petrol is around £1.40 and LPG 70 pence per litre, all including road duty and VAT. CNG costs 75 pence per Kg, plus 25 pence duty and 20% Vat – that’s £1.20 in total. A Kg of CNG equates to approximately 2 litres of LPG (60 pence per litre). Typically, when substituting Gas for diesel about 1.3 litres are used for every litre of diesel saved.

Currently, there are only a small number of CNG filling stations in the UK but that is expected to change in the very near future to fall in line with the rest of Europe.

Small Home-fill overnight filling stations are available through BRC GB, but it is the user’s responsibility to declare usage and to pay duty and VAT (approx. 45 pence per litre).

Affordable industrial filling stations using a small compressor and several storage bottles for fast filling a few vehicles are also available from Preston based company SMP Limited .

Ford Transit Diesel LPG/CNG Dual Fuel Development Vehicle Filling at CNG Services, Crewe

How It Works

Unlike a petrol engine with spark ignition, which can be converted to run fully on Gas with the petrol switched off, diesel is still required at all times for the Gas to ignite. Diesel engines work on the principal of compression ignition and therefore don’t have spark plugs or ignition coils to ignite the fuel. Diesel is instead injected at extremely high pressures and at precisely the right time, directly into the cylinders, where it is ignited by the extremely hot compressed air.

Most of the time, when a diesel engine is running, there is an excess of air inside the cylinders, so to increase the engine speed and power the vehicle’s Electronic Control Unit (ECU) simply increases the amount of fuel injected through the common rail system. Precisely injecting gas behind each inlet valve of the engine’s intake manifold allows a mixture of Gas and air to be compressed in the cylinder on the induction stroke, which is then ignited along with the diesel. This gas/air mixture not only produces more power but also helps the often difficult to burn heavy diesel fuel to burn more fully, release more energy and reduce smoke and particulate emissions.

Power Options

Naturally this method will increase the engine’s power but, because the driver no longer has to push his foot down so far for the same effect, the ECU injects less diesel into the engine resulting in fuel savings. The increase in low down torque allows the driver to select a higher gear sooner or for an auto box to change up sooner. Some owners may even wish to use the Diesel Blend system for performance; during development we often ran our test vehicles in this way and, unlike an ECU Re-Map or tuning box which use extra diesel when driven hard, we benefited by using a cheaper gaseous fuel instead.

If the customer’s requirement is to keep power standard then the Diesel Control ECU can also be programmed to reduce the amount of diesel used by reducing fuel rail pressure. During the engine’s warm-up period, or with the Gas system switched off, the control unit automatically reverts the fuel pressure and engine power back to standard.

Another method used is to re-map the ECU with a programme that is custom-written for each engine type to optimise the blending of the 2 fuels. These ECU files are developed on our rolling road in association with Quantum Tuning , one of the UK’s leading engine re-mapping companies. Their chief file writer, Stuart Banfield, has a very good understanding of LPG, having previously worked with Mitsubishi (UK) on their Dual Fuel Mitsubishi Outlander. Instead of reducing fuel rail pressure the diesel injector opening times are reduced. This method retains the high pressure diesel atomisation and further improves fuel savings and tailpipe emissions (including CO 2 reduction). To allow greater substitution rates of Gas, any diesel injection pilot pulses are removed and the diesel injection timing point altered, but only above engine idling speeds.

Ford Transit Diesel LPG/CNG Dual Fuel Development Vehicle in the Emissions Labs at Prins

Our Ford Transit demo vehicle came from the factory as one of the last Transits made without a Diesel Particulate Filter (DPF) and, using the Quantum Tuning remap method, with either CNG or LPG, it produces no smoke whatsoever—NO SMOKE!

No other Gas conversion system could use this method because, if the vehicle were to run out of Gas, the engine would be stuck in a very low power mode. With the Gas system switched off our Diesel Control ECU reverts to a fully mapped high fuel rail pressure setting, therefore restoring engine power back to standard.

Typical fuel savings range between 10% and 20% and, depend on how the vehicle is driven, the driver can easily achieve such savings.

Diesel Particulate Filter (DPF) Friendly

All new diesel vehicles are now fitted with a diesel particulate filter to help trap and burn off harmful diesel smoke emissions. These filters often fail to reliably work as they were intended. Diesel is a horrible, nasty and dirty fuel which is slow burning, and causes excessive soot (unburnt fuel) – even under normal conditions – to be expelled through the exhaust. The DPF captures and stores all these dirty diesel particulates and, all being well, rids itself of them periodically when the ECU initiates a controlled regeneration process. Regeneration is where the captured soot is re-ignited and burned in the exhaust, creating even more carbon dioxide than the car manufacturers publish in their emissions figures. Most vehicles fitted with a DPF will eventually suffer from a blockage leading to power loss, excessive fuel consumption or total failure, rendering the vehicle undriveable.

Running a diesel vehicle on a mixture of gas and diesel can greatly reduce these particulate emissions and, any soot captured inside the DPF, will be drier and less sooty than it would with diesel alone, making any regeneration much more likely to succeed.

Installation

Installation is almost identical to that of any LPG system on a petrol vehicle, with the exception of course that CNG uses different tanks, fillers, pipes and reducers. If anything, the system is quicker and easier to install than a petrol gas system, but still costs the same or slightly more due to the added cost of the Diesel Control ECU. On most vehicles, when carrying out a Gas conversion, reliable ignition live and rpm/tacho signals are usually difficult to locate; the Diesel Control ECU is able to generate and supply these, along with all the injector input signals. Also, since gas is only injected above idle speed, it’s not as critical to mount the gas injector nozzles quite so close to the engine’s inlet valves.

Technical Information

For those of you who are technically minded and would like to know more about how the system works, click the link below to either view or download the full operator manual of the Diesel Control ECU.

Diesel Control ECU – Operator Manual
[issuu width=400 height=350 shareMenuEnabled=false backgroundColor=%23222222 documentId=130308184136-15bb4610858c4a5692c13040443e542e name=diesel_control_ecu_-_operator_manual username=crdtechnology unit=px v=2]		View Manual Online (Opens in a new window) Download Manual (PDF format – 1,950 KB)

Installation Costs

Installation costs at CRD Performance range from £1500.00 plus Vat for a small, easy to install 4 cylinder diesel car to approx £2000.00 plus Vat for a medium-sized 4 cylinder van. Other vehicles and engines, with up to 12 cylinders, will cost more. Please contact us with your requirements. CNG installation costs are similar but with an additional cost for the CNG tank(s) filler, pipe work and CNG reducer, increasing the cost by approx. £500 – £1000. Remapping of the engine management system is optional but, if carried out at the same time as the gas conversion, will often be offered at the cost price (from Quantum Tuning ).

CNG/LPG Installer Dealer Investor Opportunities

Any UKLPG or LPGA installers wanting to become dealers for this unique product may contact Eddie Zyla at CRD Performance. Before enquiring make sure you have fully read and understood the operating manual. If you are unable to understand it or have no knowledge or understanding of Common Rail Diesels, this product may not be for you.

The Diesel Control ECU is compatible with the following Gas system makes:
(and most other sequential multipoint CNG/LPG systems)

BRC, Prins, Vialle, Lima, KME, LPG Tech, OMVL, Bi-Gas, Zavoli, Romano, XLR-8, Tartarini, Landi, Renzo, Eurogas

CRD Performance (Bolton) – The LPG conversion experts

CRD Performance have been carrying out LPG (Autogas) conversions since January 2000 and in this time period (to November 2012) have converted in excess of a thousand petrol engine vehicles.

As one of the LPG industry’s few installers to originate from a specialist fuel injection background, CRD Performance are well known and respected in the motor trade as leading LPG installers and Factory fitted LPG System trouble-shooters.

Most LPG installers tend to use one or two preferred makes of LPG system and will often fit these to every make and model of vehicle that comes into their workshop in the belief that they will always achieve good results. Most installers don’t like change and are sometimes only too quick to criticise other systems, often labelling them cheap or just rubbish, especially those systems originating from Eastern Europe.

Comparing Systems

As fuel injection specialists, with lots of diagnostic test equipment at our disposal and also an involvement in research and development for LPG/CNG Diesel blend systems, we make it our business to properly evaluate all makes of kit.

The majority of LPG kits are manufactured in Holland, Italy and Poland. There are others, mainly from Eastern Europe, but these are only a minority. Some companies manufacture complete front-end kits (these are the bits that fit in the engine bay) while some manufacture only the electronic parts and then outsource the LPG injectors and LPG reducers. Likewise, some manufacture the LPG injectors and reducers but then outsource the electronic components.

Italian LPG Systems

Take for example Bi-Gas, OMVL, Romano and Zavoli; these are all Italian companies who all manufacture their own LPG injectors and reducers but then outsource (and re-badge) the same electronic control units (ECU) from another Italian company, AEB. Ironically, the largest LPG equipment manufacturing company in the world, Landi Renzo, who are also Italian, not only buy their electronics from AEB also, but they own them too!

Dutch LPG Systems

As for the Dutch sytems; Prins build their own electronics and reducers but buy their injectors from Keihin in Japan. They then claim their kits are the best in the world, all because of the good quality Japanese Keihin injectors they use. Tartarini make their own reducers and injectors but then buy their electronics from AEB, Lovato do similar but also buy their reducers from Landi Renzo. AG and Necam / Koltec are better known as suppliers of factory fitted LPG systems; they manufacture most of their own components but then also supply them to be used by Pharos and XLR8 for their LPG and CNG kits.

Polish LPG Systems

Poland has several LPG manufacturing companies who export their products globally; the main three being Stag, KME and LPG Tech, all of whose kits we have used and with excellent long term results. The Poles tend to manufacture their own electronic control units and sometimes their own LPG injectors and reducers but then make their software compatible with a wide range of different injector and reducer makes. KME make their own excellent reducer while the Majic injectors they promote are probably one of the highest flowing and most powerful injectors we have ever tested using our rolling road dyno.

The injectors are without doubt the most crucial component in any LPG system and apart from Keihin in Japan (Prins), the Korean made Hanna and Polish Barracuda injectors, that we often fit, are probably the best available.

One of the few companies we believe manufacture and sell only their own equipment is BRC in Italy. We still rate this as probably the best make of kit available all round, but expensive when compared to the Polish kits.

There definitely are some “rubbish” kits on the market, but just because kits or parts come from countries where manufacturing costs are lower, it shouldn’t be thought said they are all rubbish – far from it!

Sadly, due to the lower purchase cost of some of the Eastern European LPG kits, they can attract less competent installers who, for very little cost, will fit a full LPG system in a day (a day!). To correctly install an LPG system takes a competent UKLPG qualified Fitter between 2 and 4 days, depending on the engine cylinder configuration and tank type used.

Following installation, the LPG system has to be programmed, calibrated, and then the vehicle road-tested using a Scan tool, to ensure correct fuel trim set up. Installations carried out in one day can’t possibly allow for any quality control or margin for error. We’ve known some of these one-day installation companies to even supply their customers with a plug-in calibration lead and software, encouraging them to attempt to rectify any poor running concerns themselves.

CRD Performance often use their Sun Ram X11 Rolling Road Dyno to set up newly converted vehicles, especially where the customer has requested that performance on LPG should come before economy. Some petrol vehicles leave the factory running so lean on wide open throttle that just by adding a little more gas on acceleration can improve BHP and torque significantly.

Dyno Setup and Checking of a Newly Converted Vauxhall Astra

Choosing the right LPG System

When choosing an LPG kit for a specific vehicle application, we at CRD Performance have several things to consider, including first and foremost the customers budget.

Other things we need to consider are what the vehicle’s main use will be. For example; is it going to be used as a Taxi or Learner Driving School car? Will it be continually stalled or stop-started and therefore be requiring a specific type of LPG system that allows instant gas start up when the engine is warm.

Is the owner interested purely in fuel savings or is he/she a ‘petrol head’ looking for an increase in performance too. Does the engine rev at a very high RPM, requiring special high-flow injectors and will it require additional valve care lubrication? Is the engine supercharged or turbocharged and therefore requiring the LPG reducers to be installed using MAP sensors and boost compensation?

How long the vehicle is likely to be kept? will the owner wish to remove and refit the same system to his next vehicle? Is the engine intake manifold easy to adapt for LPG injection or are long pipe lengths necessary therefore requiring an abnormally high gas pressure and use of high current, low impedance injectors? Is it a high powered vehicle and will it require two reducers? Will it also need a fuel return modification because it has a return-less fuel system?

And so the list goes on, and on …

So now you might appreciate how difficult our job is to provide you with the results most of you demand or take for granted.

If you are serious about having your vehicle converted to run on dual fuel and have read about us at CRD Performance then please call us to discuss any further concerns or issues you may have. The price we quote might be more than some other installers; that’s not because we’re dearer, it’s because we charge for the time we spend, to give you the finished results that we are so proud of and are so well illustrated on this website.

Which LPG System do CRD Performance Recommend?

CRD Performance have been installing most makes of LPG systems for over 15 years now and honestly believe that considering the development work we’ve been involved in and number of different kit makes we’ve tested, some good, some not so good, then our opinion on choosing the best make of system currently available should carry some credibility.

Most LPG installers tend to try several makes and then, for whatever their reasons choose one make they feel comfortable with, this may be due to the complexity of that kit and their technical ability. They then try to convince every potential customer, on every new enquiry, that their chosen make is the best one to have no matter what their vehicle.

CRD Performance, as recognized fuel injection specialists for both petrol and diesel blend LPG and CNG, have their own in house rolling road dyno testing facility and are actively involved in LPG Diesel Blend development. Directly as a result of this development work we have been fortunate in being able to install, test and evaluate not just most manufacturers complete LPG systems but also most, if not all, the many different makes of the so critically important LPG injectors and LPG reducers.

Some branded LPG kit manufacturers (eg.Prins, BRC, Zavoli.) will only sell their systems to installers as a package, complete with their own brand of injectors and reducers as part of a front end kit.

We believe a better approach is to compare an LPG system to an Audio Sound System where different makes of separates make up the best reliability and sound quality. Sony for example may build the best amplifier, Technics the best Tuner and Mission by far the best speakers. Using this example Prins may build the best ECU but the best injectors might be the ones BRC build but the most reliable and highest power reducer could be manufactured by Zavoli.

At the time of originally compiling this website about 3 years ago, we would have strongly favoured the BRC system as being our number one choice, closely followed by Prins and then Zavoli. Whilst in recent years the Italian and Dutch LPG manufacturers seem to have stood in developing their systems (excluding of course any recent direct injection systems) the Poles have made massive steps into making their systems the best performing, most reliable and technically the most advanced in the world.

If we had to choose today, just one make of LPG system, based on reliability, cost, suitability, performance, driveability and value for money (for ALL non direct injection types of vehicles) the unanimous choice from all at CRD Performance would without any doubt whatsoever be the AC. Stag system.

CRD Performance first used the AC. Stag brand during development of their LPG/CNG Diesel Blend system and it impressed us so much that we’ve made it our No.1 preferred choice for all current petrol to LPG conversions. This kit is awesome; it allows us to do things we’ve always wished for but not been able to do before.

What helps even more, and gives us yet a further advantage over most other LPG installers is that Eddie Zyla, the owner of CRD Performance, was born in England to Polish parents but speaks both fluent English and Polish. Needless to say, with there being no language barrier we have no problem at all when needing technical assistance or to discuss any special software requirements.

Unlike some LPG system manufacturers, AC. Stag have produced their own ECU (electronic control unit) but then programmed it so it can be used with almost any make of LPG injectors or reducer type currently available. Stag also manufacture in house their own design LPG injectors and LPG reducer as well as complete wiring harnesses, pressure sensors, connectors, looms and switches, in fact just about any part required for an LPG system.

This new approach from Stag allows LPG installers to tailor make a full kit for their customers particular requirements based on vehicle type, available budget, life expectancy, reliability, performance requirement, installation quality, appearance and driveability.

By choosing cheaper components with a shorter life expectancy and fitting them quickly in the easiest and non-cosmetically pleasing way, overall vehicle performance and driveability may be compromised but the customer will get a quick and cheap installation.

Alternatively, the same Stag ECU control system can be installed by CRD Performance but using the best available and most suitable make injectors and reducer(s) to suit the performance requirement of the vehicle. The vehicle is road tested and diagnostically checked using a scan tool before installation and the customer advised of any current fault codes present or driveability concerns, if required, these could be properly diagnosed and rectified, at an additional cost of course.

The LPG injectors will be installed using correct size jets and manifold nozzles to ensure faultless driveability and performance, these will be installed in a cosmetically pleasing way ensuring all wiring is shortened where necessary and neatly loomed using black cloth tape. Final set up and calibration is carried out by a skilled fuel injection engineer using our rolling road where necessary to ensure the best possible performance is achieved followed by further on the road map refinement ensuring optimum driveability and performance.

The Stag AC LPG System has some unique features not present in most of its competitors systems and it’s our opinion that many of these are as a result of the Stag software engineering team’s reaction to their installer’s requests. No matter how perfectly designed an LPG system may seem to its makers the real test is when installers fit them to many makes of vehicles, all with different performance and driving style requirements.

It’s the advanced driveability features and proven reliability of the AC.Stag system that make it in our opinion the best LPG/CNG system currently available anywhere in the world. Without going into too much detail of all the Stag systems features we can summarise and say that whatever the engine capacity, number of cylinders, BHP or engine type, the Stag system is able to cope with it. No matter how awkward or difficult it proves to “Gas”, Stag can deal with it, be it naturally aspirated, (standard), Turbo Charged, Supercharged, Valvetronic or even a Wankel engine, the same Stag ECU fits all.

Recent software additions have included fuelling corrections using can-bus data from the vehicle’s OBD port and even automatic cancellation of specific OBD fault codes caused by the slight differences in combustion properties between petrol and LPG. Vehicles which normally require an additional Flashlube system to lubricate valves can now use Stag’s unique new petrol split fuelling option to further help minimise the risk of valve seat recession.

Unfortunately, due to the weak currency exchange rate between Poland and Western Europe, these kits are cheaper to buy in the UK than most of the kits manufactured in Holland or Italy and therefore very popular and often used by low cost budget non LPGA certified back street LPG installers. The Stag product range is huge but unfortunately, in an attempt to keep installation costs to a minimum, some installers still cut corners and often use the incorrect and cheaper readily available interchangeable parts for some installations.

AC. Stag permanently employs about 500 staff in Bialystok Poland and in peak demand times this often increases to about 850. Stag are by far Poland’s No1 LPG/CNG equipment manufacturer supplying over 75% of the domestic market. There are other well known Polish LPG system manufacturers whose names include LPG Tech, KME and Europe gas, to name just a few, these are also recognized as being very good and still technically miles ahead of, for example, BRC, Prins, Zavoli, OMVL, Romano, Bi Gas, Landi Renzo, stefanelli, Lovato, Necam and Koltec and Ecotech etc.

Honda CR-Z SP I-VTEC IMA Hybrid Electric LPG conversion on the rolling road.

Honda Civic Type-R GT I-VTEC LPG conversion on the rolling road.

Summary

What we are trying to say here is no matter what you’ve heard either on the forums or from a man in a pub about how good or bad Stag LPG systems really are, take no notice of them and make up your own minds after reading this.If you are serious about getting your vehicle converted, be it from petrol to LPG or diesel to LPG Diesel Blend, (and are in agreement with our prices) then make an appointment to come and see us. One of us will take you out in either the high performance Mitsubishi Evo X LPG (petrol) or Mitsubishi L200 LPG (diesel blend) and demonstrate to you the Stag LPG system in action after which we will be happy to answer any technical questions you may have.

Budget Systems

Whilst CRD Performance specialise in fitting LPG conversions to a very high standard, similar to those you would expect to see on factory fitted systems, we are often asked if we can provide budget installations.

We are aware that vehicle owners looking to convert their vehicles want the conversion to be carried out to a safe and professional standard but some can’t quite afford the higher costs this can incur. For this reason we have decided to introduce a lower cost budget installation option as an alternative to our standard high quality installations. These budget installations are carried out to the same high-standards but the cost (labour) savings are made where cosmetics are concerned, focusing on an installation that is more functional than aesthetically pleasing.

To reduce cost, all brackets are usually manufactured using galvanised steel so that they don’t require painting. Any pipe-work and components are fitted in the least time consuming way possible, avoiding any unnecessary removal and refitting of panels and vehicle trim. The electrics are installed using much quicker methods too, retaining the standard wiring insulation that is supplied with the LPG system kits, while again avoiding the removing of vehicle trim. To keep costs to a minimum only single hole (rather than 4-hole) tanks are used. The LPG filler doesn’t include a body-colour paint match option and it will be mounted in the simplest and most convenient position. The LPG changeover switch, which is fitted inside the vehicle, will also be mounted in a location that makes installation quick and straight-forward, often using a bracket to save removing part of the dashboard or centre console.

All budget installs are carried out by the same highly trained staff with all the same preparatory checks, including a road test and checking the vehicles on-board diagnostic system (OBD) for any fault codes using a scan tool.

Initial set up of the newly installed system is carried out using the appropriate software and a standard calibration is performed (like most installers do) in accordance with the kit manufacturer’s instructions. To keep costs to a minimum a set up using our Sun Ram X11 rolling road or wideband lambda sensor air to fuel ratio monitor (for 4WD Vehicles) is not included.

Budget Installation Costs

We are limited how many low-budget installations we are able to carry out at any given time and of course our standard, high quality LPG installations have to take priority. Why not call us to discuss your requirements and your budget. It may be that we have available an ex-demo kit that we’ve trialled or even a low mileage kit that we’ve taken off one of our own LPG Diesel-blend development vehicles. We’ll even sometimes have brand new kits available at reduced prices that have previously been installed on customer’s vehicles and then removed, unused, to be replaced with a more suitable upgraded kit.

Any budget kit we supply and fit, used or new, will still be covered by the minimum 12 months or 12,000 miles warranty. Please call us: Speak to either Eddie or Vinny and feel free to haggle as much as you want – We want your business!

All we ask of you when leaving your vehicle for a low cost budget conversion is please be patient. The installation may take one or two days longer than normal. We will do everything to turn around your vehicle as quickly as possible, but remember – full paying customers come first.

Installation Costs

LPG conversion costs vary greatly due to 3 main governing factors: One factor is the number of cylinders the engine has. The cubic capacity (cc) is of less importance because large LPG injectors cost the same as small ones. For very high power engines it may be necessary to install 2 reducers or at least one high power type unit. LPG kits are available in 4, 6 and 8 cylinder configurations. 3 and 5 cylinder engines generally use 4 and 6 cylinder kits, respectively. V10 and V12 engines are usually converted by using two standard 6 cylinder kits.

Under-slung toroidal installation being carried out.

 

Similar SRT-8 with a cylinder tank installation with optional MDF fabrication and trim work.

The second factor depends on which type of LPG tank is required, e.g. a lower cost single hole tank or the more expensive 4 hole type. Also, if the vehicle is high-powered, a high flow-rate tank multi-valve may also be required. Toroidal tanks mounted in the vehicle’s spare wheel well are relatively quick and easy to install. By comparison, under-body toroidal tanks often involve time consuming fabrication of a custom frame and mounting brackets. Boot mounted cylinder tanks are also time consuming to fit correctly since mounting them usually requires a cradle or frame that has to be securely fastened to the vehicles structure.

The third factor is how complex the front-end installation is, how long it takes to fit the kit securely and neatly into the engine bay and also whether a ‘valve care’ or fuel return system is required.

We also have to take into account whether the inlet manifold must be removed and whether additional extra long LPG ‘straws’ or gas nozzles need to be installed.

Price Guide

A 4 Cylinder LPG system fitted to an average power, standard family Saloon, Coupe or small van, using a single hole toroidal LPG tank.	From £1300 + VAT
6 Cylinder LPG system (as above)	From £1500 + VAT
8 Cylinder LPG system (as above)	From £1600 + VAT

For higher powered vehicles (including Turbocharged and Supercharged) requiring high-power injectors, different reducer(s) or a 4-hole toroidal or cylinder LPG tank, allow for an additional £200.00 to £400.00 +VAT.

For 4X4 Vehicles fitted with V6 and V8 high-power engines, requiring large boot mounted cylinder tanks or 4-hole under-body tanks (which often require high-power LPG injectors and high-power single or twin reducers) prices start from £1800.00 + vat.

 

Below are some prices and examples of vehicles we have recently converted.

List coming soon …

Introduction

Diesel tuning boxes or ‘black boxes’, as they are sometimes known, have been around since the mid nineties when diesel engines started using computerised electronic control units (ECUs) to precisely control fuel delivery. Tuning boxes are an alternative to a vehicle ECU remap and consist of a small electronic box which is either hard-wired or plugged into the vehicle’s fuel system circuitry.

A simple test that can be performed on most vehicles, to check if a black box is a possible option, is to check for the presence of an electronic throttle. By depressing the accelerator pedal with the ignition off, while at the same time observing the engine bay for any movement of linkages or cables connected to the throttle body, it is possible to determine if the throttle control is mechanical or electronic. As a general rule, if there is any throttle body movement, the throttle is cable controlled. If not, then it’s likely the throttle is electronically controlled and therefore a tuning box can be fitted in most cases.

How a Diesel Tuning Box Works

Unlike an ECU re-map, tuning boxes normally increase the engine’s fuel quantity only and in most instances do not increase the engine’s turbo boost pressure. However, due to the way the diesel engine works, each combustion usually takes place in the presence of excess oxygen, meaning that, under most engine speed and load conditions, there’s oxygen available to burn any extra fuel that may be introduced.

Diesel is a very difficult and slow fuel to burn and that’s why diesel engines tend to smoke excessively under hard and fast driving conditions. Adding more diesel into the cylinders does indeed create more power but there comes a point where the extra power also produces extra smoke, especially at high loads and higher engine speeds.

First and Second Generation Tuning Boxes

There are many different makes and brands of Tuning Boxes available to fit most vehicles. Some of the first generation types are analogue and simply use a resistor to alter ECU signal voltages. The more expensive second generation boxes are normally digital and some even claim to be fully mappable (which can’t be true unless it monitors engine speed, fuel quantity and engine load).

The Pioneer of one of the first tuning boxes is Gerd Van Aaken, previously of Van Aaken Developments, who is also the developer of the Smart Box, a second generation tuning box now marketed by Cybrand UK. Gerd’s expert advice and technical input has also been invaluable to us during development of our own third generation tuning box. Other popular brand names include The Original Tuning Box, Tunit, Chip Express, BHP Plus Speedhawk, DTUK CRD2 and CRD-T, Synergy, Spider, TDI Tuning, Racechip, TD Performance, to name but a few.

Tuning boxes are sometimes criticised because of how they work; most boxes fool the vehicle’s ECU into increasing diesel fuel rail pressure, with the exception of Steinbaur, whose tuning boxes electronically extend injector opening times, both allowing an increase in fuel quantity. These methods are not ideal since neither make adjustments in the same way a proper ECU re-map does, by taking reference from both engine speed and load.

At CRD Performance, Bolton, we can supply and fit any make and type of tuning box or, if a customer already has a tuning box, we’re more than happy to install that too. The cost of installation will largely depend on installation complexity and time, which in turn will depend on vehicle make, the type of tuning box, ease of installation and also whether or not a rolling road dyno setup is required.

Third Generation Tuning Box

Probably the most advanced third generation diesel tuning box available is The Select-A-Map; this common rail diesel control unit has been developed in-house, of which Eddie Zyla is the Technical Director and a major shareholder. The main difference between the Select-A-Map unit and previous generation tuning boxes is the way in which it controls the diesel by creating a 3D map, using engine speed and load, replicating a proper ECU re-map.

The Select-A-Map installed on a BMW 5 Series GT F07 330d, with its proud owner (right).

The vehicle pictured utilises the later N57 engine, which can also be found in the BMW 3 Series E90/E91/E92/E93 325d/330d/330xd, the BMW 5 Series F10/F11 530d, the BMW X5 E70 xDrive30d, the BMW X6 E71 xDrive30d, the BMW X3 F25 X3 xDrive30d, the BMW 7 Series F01 740d/740d xDrive, the BMW M550d xDrive and numerous other vehicles. For many vehicles such these, the Select-A-Map presents a good alternative to a remap, especially for vehicles where a remap is impractical or problematic.

Technical Information

For those of you who are technically minded and would like to know more about how the system works, click the link below to either view or download the full operater manual of the Diesel Control ECU.

Diesel Control ECU – Operator Manual
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Select-A-Map Retail Brochure
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There are many discussions on internet forums centred on what’s best; an ECU re-map or a diesel tuning box. As a supplier of both tuning boxes and ECU remaps, we have little to gain by arguing for or against either technology, preferring instead that the customer makes an informed decision that best suits his/her application and budget.

Customers are welcome to contact us to discuss the options available.

Price Guide

First generation tuning box (from) £85.00 +VAT

Second generation tuning box (from) £295.00 +VAT

Fitting cost between 1 & 2 hours (approx) £70.00 – £140.00 +VAT

Select-A-Map (from) £499.00 +VAT

Rolling Road Dyno Charge (from) £40.00 +VAT

About Nitrous Oxide

Nitrous oxide is a colourless, odourless gas that has many uses. It is used in the food industry and in surgery and dentistry for its anaesthetic effects but, most importantly (for us), it is also used in motor sports, mainly drag racing. Contrary to what many people think, nitrous is not flammable. It is used in motor sports to assist the combustion of a flammable fuel, a process that is sometimes referred to as ‘liquid supercharging’.

Trevor Langfield (Wizards of NOS) with a Nitrous Oxide Jag on BBC’s Top Gear

Nitrous and Motor Sport

Nitrous is stored on-board the vehicle in a cylinder type bottle in liquid form at a pressure of about 600 bar (approximately 9000psi) and, when released into the engine’s intake manifold, quickly turns into a gas. The sudden pressure drop causes this change of state, during which time the ambient temperature liquid NOS turns into a freezing cold gas, which has a massive cooling effect on the surrounding air. Normal air that we breathe has an oxygen content of about 21%. Nitrous oxide has an oxygen content of about 35%, and it’s this additional oxygen that allows more (introduced) fuel to be burned by the engine, therefore creating more power.

As well as the engine’s usual fuel supply, additional fuel, along with the Nitrous, has to be introduced. This is normally carried out using 2 separate, high power solenoids, one for NOS, and the other for petrol. Jets of carefully chosen sizes to control the air-fuel ratio (AFR) are used to either inject the fuel/air mixture into the throttle body or fogger nozzles are used to distribute the mix to each cylinder.

This additional air/fuel mixture, if not controlled carefully, can cause engine damage, so for high-power applications it is advisable to use an electronic controller instead of a simple throttle mounted on/off micro-switch. These controllers can be programmed to increase the amount of horsepower gain in relation to engine speed and load, eg 30 BHP increase @ 3000rpm to 60BHP increase @ 6000rpm by controlling the solenoids on-time (duty cycle) in accordance with engine speed. Power gains using nitrous on standard road cars is normally limited to about 60 BHP. Anything over this normally requires re-mapping of the ignition system to retard the timing.

Diesel Applications

Nitrous oxide works very well with diesel engines, though to achieve the best results, there are some technical challenges to overcome.

Instead of increasing the fuelling, some people inject propane (LPG) into the intake but this can cause detonation, even though it’s octane rating is much higher than diesel.

The best method is to increase the amount of diesel injected by remapping the ECU but a remap generally does not provide a means to instantly revert back to standard or reduced fuelling the moment the NOS is switched off, resulting in over-fuelling and excessive exhaust smoke.

Diesel tuning boxes can be used but most of these cannot be quickly switched back to a lesser fuelling map when the nitrous is turned off. Nitrous would also be wasted at higher engine speeds since the diesel engine’s maximum fuelling occurs at peak-boost and is reduced from there onwards as engine speed increases. The only method available that addresses all of these issues, to control both diesel and nitrous delivery, is a unique product known as The Select-A-Map . This controller enables the correct quantity of diesel and nitrous to be introduced under all conditions.

Nitrous Refilling

CRD Performance, Bolton, has invested in a custom built refilling station that is able not only to fill empty bottles but part filled ones too. All bottles must be delivered to us in person and be of a recognised brand type with clearly visible markings and tare weight.

If you appear at all ‘spaced out’ as if you’ve been inhaling the stuff you will first need to convince us otherwise, possibly by bringing your car with you or answering any type of system related kit questions. When recently Michelle Keegan (Coronation St.) was featured in a Sunday paper sniffing nitrous balloons in a Manchester night club, our entire stock sold out in less than a day (a day!), leaving none for the drag racers.

Nitrous kit Installs

We are able to supply and fit Nitrous oxide systems to most petrol and diesel vehicles. We can either supply our own kits that we’ve sourced from the States, or we are happy to fit customer’s own kits if suitable and complete. Set up is carried out either by using our rolling road or by using an AFR meter on the road; this is to ensure mixtures are set slightly on the rich side to help avoid damage.

The quality of our installs is probably the best you are likely to see as the majority of our business involves dealing with cylinders and pipe work, see our LPG photo gallery.

Click here for our LPG conversions photo gallery

 

Price Guide

Nitrous refills

Per 1lb of NOS (450g)           £6.00 + VAT

Petrol NOS system (from) *   £700.00 + VAT
*excluding controller.

Diesel NOS system (from) ** £550.00 + VAT
**excluding Select-A-Map.

Necam/Koltec GSI Replacement LPG Injector Cartridge

• Vauxhall & Ford Dual Fuel Factory Fit
• Astra, Combo, Vectra, Zafira, Transit Connect

These later type vehicles frequently suffer from injector failure. Common symptoms are uneven and poor engine idle, engine misfires at light throttle or under load. In some cases, symptoms may cause the LPG system to switch back to petrol. Vauxhall and Ford Motor Company have been selling factory LPG dual fuel converted vehicles since the late nineties. The early systems used a mechanical metering head but, from about 2002, vehicles were fitted with GSI systems with electronic type LPG injectors.

Even when these vehicles were purchased from new these symptoms commonly occurred, sometimes at very low mileages. Many owners who returned their vehicles to the main dealer, hoping to have the fault fixed under warranty were told that due to contaminated fuel (LPG) the injector replacement would not be covered without charge.

Regardless of any fuel contamination or lack of regular LPG system servicing, these injectors, unlike most injectors used in aftermarket installations, have a very high failure rate.

CRD Performance have been Millbrook and Necam / Koltech approved for more than 10 years, to service and repair these systems. We have replaced hundreds of failed injector sets and have also, with varying results, replaced individual injectors where a budget repair was necessary due to limited funds. Sometimes we were lucky but on other occasions engine management lights were activated, resulting from single or multiple cylinder engine misfire detection due to the mismatch and better flow delivery rates of the injectors compared with that of the remaining old injectors. We have also tried to ultrasonically clean and recover these older injectors using our ASNU petrol injector test bench but found this does not work reliably.

To ensure smooth running, stable engine idle, guaranteed emissions, with no switch back to petrol or EML activation, these injectors should only be replaced as a matched set.

Replacement Injectors

If you meter and measure the impedance (ohms) of these Necam injectors you will find they are approximately 20 ohms, which means when operating at a typical battery voltage of 13.5 volts, there is just 0.675 amps flowing through them.

Some LPG installers have made the very costly mistake of substituting the original high impedance injectors with one of the many common and cheaply available aftermarket types. This results in ECU failure of the Necam LPG system. We often receive calls from customers and garages asking if we can repair their damaged LPG ECU as a result.

What We Can Offer

CRD Performance, Bolton, is now able to offer owners of these factory LPG fitted vehicles a much more reliable and relatively low cost solution.

Manufactured in China, specifically for The CRD Group, this injector pack has built-in injector current limitation circuitry and is the only aftermarket compatible replacement injector pack that cannot cause damage to your vehicle’s LPG ECU.

Cost of Replacement

CRD Performance normally charges £165.00 or £265.00 + vat, depending on the make and model of vehicle to service a Necam LPG system. A replacement set of LPG injectors from Vauxhall will cost you in excess of £800.00 + vat and still leaves you with an unreliable system.

A replacement set of injectors for a Transit Connect from Ford, for example (available complete with inlet manifold only), will cost you over £1000.00 + vat, plus labour.

On most vehicles, CRD Performance will supply and fit the replacement LPG injector cartridge for only £400 (all inclusive), this price includes a full rolling road set-up, using our Sun Ram X11 Rolling Road. If an LPG service is also required, this will be discounted by 50% if carried out at the same time as the injector replacement.

Following the injector upgrade you will experience much better throttle response and better driveability as well as slightly more BHP higher up the engine’s rev range. Although fuel enrichment on throttle progression is improved slightly, closed loop fuel control remains the same, so that fuel economy or the vehicle’s ability to satisfy the MOT requirements does not change.

Availability

It is known within the LPG industry that Necam have stopped manufacturing new injectors. This new replacement injector cartridge is exclusive to CRD Performance in Bolton and cannot be purchased or installed through any other LPG specialist in the UK.

If you are an existing LPG installer or repair garage, please do not ask us to supply you with these units. We have negotiated an exclusive supply agreement, which has taken a lot of time and cash investment enabling us to do this, so please do not be offended if we refuse supply-only enquiries. The programming software required has also been specifically written.

Original Injectors

On some Ford and Vauxhall engines the original LPG injectors are inaccessible because of they are located under the inlet manifold, these types we leave in place. On most engines however we remove the original injectors as part of the upgrade and retain these ourselves under our surcharge policy. Customers who wish to retain their old injectors will need to pay a surcharge of £40.00 per injector.

Re-fitting of your Engine Cover

Customers should be aware that due to the size of the new injector cartridges it is often not possible to re-fit the engine cover.

To Book in Your Vehicle:

Contact CRD Performance on: 01204 529 529
Ask for Eddie or Vinny to discuss your requirements.

We will need your vehicle for up to two days. A free courtesy vehicle can be made available, provided we are given sufficient notice and you have your own 3rd party road risk insurance. Alternatively, there is an Enterprise Car Hire at the entrance to our Industrial Estate.

CRD Performance have been installing most makes of LPG systems for over 15 years now and honestly believe that considering the development work we’ve been involved in and number of different kit makes we’ve tested, some good, some not so good, then our opinion on choosing the best make of system currently available should carry some credibility.

Most LPG installers tend to try several makes and then, for whatever their reasons choose one make they feel comfortable with, this may be due to the complexity of that kit and their technical ability. They then try to convince every potential customer, on every new enquiry, that their chosen make is the best one to have no matter what their vehicle.

CRD Performance, as recognized fuel injection specialists for both petrol and diesel blend LPG and CNG, have their own in house rolling road dyno testing facility and are actively involved in LPG Diesel Blend development. Directly as a result of this development work we have been fortunate in being able to install, test and evaluate not just most manufacturers complete LPG systems but also most, if not all, the many different makes of the so critically important LPG injectors and LPG reducers.

Some branded LPG kit manufacturers (eg.Prins, BRC, Zavoli.) will only sell their systems to installers as a package, complete with their own brand of injectors and reducers as part of a front end kit.

We believe a better approach is to compare an LPG system to an Audio Sound System where different makes of separates make up the best reliability and sound quality. Sony for example may build the best amplifier, Technics the best Tuner and Mission by far the best speakers. Using this example Prins may build the best ECU but the best injectors might be the ones BRC build but the most reliable and highest power reducer could be manufactured by Zavoli.

At the time of originally compiling this website about 3 years ago, we would have strongly favoured the BRC system as being our number one choice, closely followed by Prins and then Zavoli. Whilst in recent years the Italian and Dutch LPG manufacturers seem to have stood in developing their systems (excluding of course any recent direct injection systems) the Poles have made massive steps into making their systems the best performing, most reliable and technically the most advanced in the world.

If we had to choose today, just one make of LPG system, based on reliability, cost, suitability, performance, driveability and value for money (for ALL non direct injection types of vehicles) the unanimous choice from all at CRD Performance would without any doubt whatsoever be the AC. Stag system.

CRD Performance first used the AC. Stag brand during development of their LPG/CNG Diesel Blend system and it impressed us so much that we’ve made it our No.1 preferred choice for all current petrol to LPG conversions. This kit is awesome; it allows us to do things we’ve always wished for but not been able to do before.

What helps even more, and gives us yet a further advantage over most other LPG installers is that Eddie Zyla, the owner of CRD Performance, was born in England to Polish parents but speaks both fluent English and Polish. Needless to say, with there being no language barrier we have no problem at all when needing technical assistance or to discuss any special software requirements.

Unlike some LPG system manufacturers, AC. Stag have produced their own ECU (electronic control unit) but then programmed it so it can be used with almost any make of LPG injectors or reducer type currently available. Stag also manufacture in house their own design LPG injectors and LPG reducer as well as complete wiring harnesses, pressure sensors, connectors, looms and switches, in fact just about any part required for an LPG system.

This new approach from Stag allows LPG installers to tailor make a full kit for their customers particular requirements based on vehicle type, available budget, life expectancy, reliability, performance requirement, installation quality, appearance and driveability.

By choosing cheaper components with a shorter life expectancy and fitting them quickly in the easiest and non-cosmetically pleasing way, overall vehicle performance and driveability may be compromised but the customer will get a quick and cheap installation.

Alternatively, the same Stag ECU control system can be installed by CRD Performance but using the best available and most suitable make injectors and reducer(s) to suit the performance requirement of the vehicle. The vehicle is road tested and diagnostically checked using a scan tool before installation and the customer advised of any current fault codes present or driveability concerns, if required, these could be properly diagnosed and rectified, at an additional cost of course.

The LPG injectors will be installed using correct size jets and manifold nozzles to ensure faultless driveability and performance, these will be installed in a cosmetically pleasing way ensuring all wiring is shortened where necessary and neatly loomed using black cloth tape. Final set up and calibration is carried out by a skilled fuel injection engineer using our rolling road where necessary to ensure the best possible performance is achieved followed by further on the road map refinement ensuring optimum driveability and performance.

The Stag AC LPG System has some unique features not present in most of its competitors systems and it’s our opinion that many of these are as a result of the Stag software engineering team’s reaction to their installer’s requests. No matter how perfectly designed an LPG system may seem to its makers the real test is when installers fit them to many makes of vehicles, all with different performance and driving style requirements.

It’s the advanced driveability features and proven reliability of the AC.Stag system that make it in our opinion the best LPG/CNG system currently available anywhere in the world. Without going into too much detail of all the Stag systems features we can summarise and say that whatever the engine capacity, number of cylinders, BHP or engine type, the Stag system is able to cope with it. No matter how awkward or difficult it proves to “Gas”, Stag can deal with it, be it naturally aspirated, (standard), Turbo Charged, Supercharged, Valvetronic or even a Wankel engine, the same Stag ECU fits all.

Recent software additions have included fuelling corrections using can-bus data from the vehicle’s OBD port and even automatic cancellation of specific OBD fault codes caused by the slight differences in combustion properties between petrol and LPG. Vehicles which normally require an additional Flashlube system to lubricate valves can now use Stag’s unique new petrol split fuelling option to further help minimise the risk of valve seat recession.

Unfortunately, due to the weak currency exchange rate between Poland and Western Europe, these kits are cheaper to buy in the UK than most of the kits manufactured in Holland or Italy and therefore very popular and often used by low cost budget non LPGA certified back street LPG installers. The Stag product range is huge but unfortunately, in an attempt to keep installation costs to a minimum, some installers still cut corners and often use the incorrect and cheaper readily available interchangeable parts for some installations.

AC. Stag permanently employs about 500 staff in Bialystok Poland and in peak demand times this often increases to about 850. Stag are by far Poland’s No1 LPG/CNG equipment manufacturer supplying over 75% of the domestic market. There are other well known Polish LPG system manufacturers whose names include LPG Tech, KME and Europe gas, to name just a few, these are also recognized as being very good and still technically miles ahead of, for example, BRC, Prins, Zavoli, OMVL, Romano, Bi Gas, Landi Renzo, stefanelli, Lovato, Necam and Koltec and Ecotech etc.

Honda CR-Z SP I-VTEC IMA Hybrid Electric LPG conversion on the rolling road.

Honda Civic Type-R GT I-VTEC LPG conversion on the rolling road.

Summary

What we are trying to say here is no matter what you’ve heard either on the forums or from a man in a pub about how good or bad Stag LPG systems really are, take no notice of them and make up your own minds after reading this.If you are serious about getting your vehicle converted, be it from petrol to LPG or diesel to LPG Diesel Blend, (and are in agreement with our prices) then make an appointment to come and see us. One of us will take you out in either the high performance Mitsubishi Evo X LPG (petrol) or Mitsubishi L200 LPG (diesel blend) and demonstrate to you the Stag LPG system in action after which we will be happy to answer any technical questions you may have.

We are a small specialist business with many years of experience in the motor trade industry. The owners previously ran two large businesses; a bodyshop and a very busy mechanical workshop, including an mot station and a diagnostic bay, complete with rolling road. This lead us towards our preferred area of work as fuel injection specialists, which has had a natural progression on to LPG systems. We are heavily involved in LPG systems development, including a new diesel-blend LPG injection system.

The History of CRD Performance

We opened in Bolton in late 1999 as Fuel Injection repair specialists. Prior to moving to the new Bolton premises, proprietors Eddie & Jo Zyla had successfully operated 2 garages in the Trafford Park area of Manchester. Eddie began his career at Tom Mellor Ford in Rochdale and left soon after graduation to Senior Ford Mechanic to start his first business in Eccles, Manchester.

In partnership with his brother-in-law FCM (Fleet Contract Maintenance) they progressed their fleet maintenance and repair business into a recognised insurance company approved bodyshop specialising in repairing late model accident damaged vehicles.

In 1988 the partnership dissolved and Eddie continued the business from his new premises close to the Manchester United Old Trafford football ground.

In 1992 Eddie opened his second premises, ‘One Stop’, on Guinness Road, Trafford Park which was aimed more towards servicing vehicles belonging to the general public. An MOT bay was installed and a full diagnostic bay along with Eddie’s first Rolling Road – this was the start of what was to become a highly specialist diagnostic and tuning repair business.

Within a few months of opening Eddie had a chance meeting with Mark Howarth, an electronics design specialist in Trafford Park, working for a company called Avant Garde. Sharing an equal passion of motor vehicles in general, a friendship was born that would prove to change engine management system diagnostics and vehicle security forever.

Eddie & Jo married in 1992 and whilst Eddie continued to run the bodyshop near Old Trafford, Jo developed the retail operation at Guinness Road. Having come from a Main Dealer background herself she soon established the new business as the area’s largest and busiest MOT station, service centre and diagnostic repair business.

By 1994 vehicles were now subjected to catalyst emissions testing and it soon became apparent that with the recent introduction of catalytic converters, nearly all garages were unable to diagnose and repair vehicles having failed their MOT emissions test. By now Mark had already designed and built many small electronic diagnostic gadgets to Eddie’s specification to assist difficult engine management fault finding and repairs.

Within a few months the first Fueler prototype was made, several prototypes and improvements later, it soon became obvious that this unique tool could prove to become what every MOT station and diagnostic specialist was waiting for.

In the coming months, following interest from several diagnostic companies, including Snap-on, Sun and Crypton a decision had to be made whether or not to renew the lease on the bodyshop based at Old Trafford. By now Eddie was spending most of his time in developing and demonstrating the Fueler to local garages and the decision to close the bodyshop was made, this was an easy decision seeing how insurance companies were directing most of the accident repairs to their own bodyshops.

In anticipation of one of the major diagnostic companies buying the license for the Fueler, Eddie then spent most of his days further developing and promoting the product.

By now the expectation levels were so high that even though Joanne was running the business entirely on her own and very profitably too, money made was being used to fund further development and worldwide patents. Sadly, without further outside investment the garage business suffered financial loss and the decision was made to allow the business to close in 1997.

The following 2 years proved very hard, Eddie was still involved in trying to take the Fueler to market whilst trading from his workshop at home as a mobile engine management repair specialist. Jo also worked from home during this time as an independent Finance Broker within the motor trade using her previous experience from working as a Finance Manager for the RRG group and Holt Drive Leasing Company.

In late 1999 Nigel Rawlings a good friend of Mark Howarth and in the business of venture capital investment, offered to help raise the necessary funds in order to take the Fueler to market. Funding came from 3 sources, The DTi, NESTA (National Lottery) and Enterprise Ventures PLC, in total this came to £450,000.00.

With Eddie living in Eccles and Mark in Ramsbottom it was decided to open a workshop between the two towns and the present workshop was chosen in Bolton and opened as a Training School and development workshop.

Although funds were now in place to fully develop the Fueler and take it to market it was quite obvious that initial sales might be slow and the workshop would have to generate additional income. As a result Factor 1 opened its doors to the general public and trade offering diagnostic repair services from its State-of-the-Art workshop.

Within months of launching the redeveloped Fueler and with the help of Bert Clegg of Ford Service Equipment (FSE) who incidentally Eddie served his apprenticeship under in Rochdale, the Fueler became Ford approved and supplied to many Ford Main Dealers in mainland Europe. Even though Factor 1 sold in excess of 300 Fuelers between January 2000 and December 2002 the business was unable to continue due to investor repayments not being able to be met and a lack of further investment.

In hindsight, we would have been better partnering an established diagnostics company for the product to sell in greater quantities rather than try to launch both an unknown brand and product ourselves, but as they say “hindsight is a wonderful thing”.

Eddie & Jo had by now gained full control of the workshop and the company name changed to CRD Performance. The business had already become well known in the North West of England as probably the leading diagnostic and LPG conversion workshop.

Having retained possession of the Fueler patent and after being asked by a friend in the motor trade to design and build a one off vehicle security system, work started on a post theft anti-carjacking engine degredation device.

Existing fuel control technology was used but this time to make the engine run worse, not better, allowing a stolen vehicle to be slowed down safely without effecting steering or brakes.

It was whilst further developing the control unit to operate on diesel common rail injection systems that a colleague suggested that we develop a dual fuel diesel blend system, this initially was only intended for the HGV truck market.

With Eddie’s involvement with LPG systems and his and Mark’s background in the development of diagnostic equipment, and with the patents still being in the directors’ possession, the development of a diesel blend LPG system was a natural progression to take.

An excited original team funded this initial development and then along with some new investors, CRD Performance are employed to continue with the development and a major LPG system manufacturer are now getting ready to market the product.

An excited original team funded this initial development and then along with some new investors, CRD Performance are employed to continue with the development and along with a major LPG system manufacturer are now getting ready to market the product.

Eddie Zyla the owner of CRD Performance is also the Technical Director of Mobilizer in conjunction with CRD Performance have carried out research and development on what was originally a project to develop a control system specifically to allow Common Rail Diesels to be run on a blend of LPG or CNG and Diesel.

In order to help reach emission requirements it was necessary to develop a 3 dimensional mapping method to electronically reduce the amount of diesel being injected. This unique and patented method not only allows for diesel reduction but also increased fuelling if required.

“This development work has turned the CRD’s Dual Fuel Controller (DFC) into what is probably the most advanced CRD diesel tuning ECU in the world” says Eddie

The Belle Agency LLP t/a CRD Performance