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GAS QUALITY IMPACT ON GAS ENGINE PERFORMANCE: CASE OF

AN INDONESIA NATURAL GAS STATION
Rizki Wijanarto Budiman1, Riman Sipahutar2
1
Department of Mechanical Engineering, Universitas Sriwijaya, Palembang, South Sumatera, Indonesia
2
Department of Mechanical Engineering, Universitas Sriwijaya, Palembang, South Sumatera, Indonesia
1
[email protected] 2 [email protected]

ARTICLE INFO ABSTRACT

Published: April 30th, 2023 This research was conducted to find a correlation between changes in the
Keywords: gas engine, gas quality, variable composition of the natural gas fuel in gas engine generators, and
methane number the occurrence of a unit shutdown at a natural gas distribution facility in
South Sumatra-Indonesia. The analysis is carried out by investigating the
trend of changes in gas composition parameters, and simulation using the
Methane Number Calculator application. The results obtained from the
research results, in Changes in the composition of fuel gas cause changes
This work is licensed under CC in the methane number, Low Heating Value (LHV), High Heating Value
(HHV), and Wobbe index (WI), which may indicate engine trouble and
BY-SA 4.0 cause a unit shutdown. Several options of solutions can be carried out as
discussions to solve problems that occur in the gas engine generator at the
natural gas distribution facility.

INTRODUCTION
The use of natural gas (NG) in internal combustion engines is an alternative to reduce
dependence on oil-based fuels. Natural gas is the most environmentally acceptable fossil fuel, thus
it is considered to be an alternative to gasoline and diesel, predominantly used fuels in the transport
sector (Al-Enazi et al., 2021; Havrysh et al., 2022). Since natural gas is characterized by a high
octane number and high ignition temperature, it is considered as an adequate fuel for engines with
spark ignition (Kakaee et al., 2015). The composition of natural gas can vary significantly,
depending on the deposits, time of year, and processing methods (Kakaee et al., 2015). Comparing
to the composition of commercially available natural gas, some compositions can be characterized
with a higher share of higher hydrocarbons, higher share of inert components, etc.
Changes in composition affect physical properties, heating values, as well as behavior during
the combustion process (Deymi-Dashtebayaz et al., 2019). This becomes especially important
when there are options for using natural gas on exploitation fields, either for combined production
of electricity and heat energy in internal combustion engines (Pavlović et al., 2014) or for
production of compressed natural gas to be later used in the transport sector. At one of the natural
gas station facilities located in South Sumatra, Indonesia, for electricity operational needs, two gas
engine generator (GEG) units are installed is work redundancy, and a Diesel Engine Generator
(DEG) unit functions as an emergency backup.
The Gas Station has the function of transmitting gas from Gas Producers to consumers, using
pipeline transmission. The Gas Station has two transmission pipelines and has been around for
more than 15 years of operation. During the 2022 periods, there were four shutdown events that
indicated this occurred because of fuel gas quality issue. Figure 1 shows the process block diagram

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Gas Quality Impact on Gas Engine Performance: Case of an Indonesia Natural Gas Station

at the Natural Gas Station facilities. The GEG gets its fuel, from a Gas Producer Plant, which is
currently experiencing a change in composition where the CO2 value has increased, with a range
of 5 – 11 vol% during normal operating conditions and can be higher up to 14 vol % when there
is maintenance work at the gas producer plant.
NG is a combination of various hydrocarbons. the primary components are usually methane
(CH4; 75−98 vol %), ethane (C2 H6; 0.5−13 vol %), propane (C3H8 ; 0−2.6 vol %), different more
significant hydrocarbons, and inert diluents, including N2 or CO2 (Naber et al., 1994). As a result,
engine manufacturers are concerned about the gas composition because it can significantly affect
engine operation. presently, the most important parameters are used to assess NG first-rate: the
methane number (MN) and the Wobbe index (WI) or Wobbe quantity (WN). because the octane
scale is not suitable to describe the resistance of NG to knock in ICE applications, an alternative
way is to calculate the MN primarily based on the motor octane number (MON) and the reactive
H/C ratio. The WI/WN, which describes the electricity content of the gasoline, is the ratio of the
fuel heating value in Btu/ft3 to the square root of its unique gravity with respect to water.

Figure 1. Block Diagram of Natural Gas Station Facilities

During 2022, there were four engine shutdown events, based on this an analysis study was
carried out on the effect of gas quality, in this case changes in gas fuel composition on GEG
performance. Several studies have been conducted to analyze the effect of gas fuel composition
on engine performance. Min et al. (1998) used a 1.5 L gasoline engine converted to NG operation
to show that a higher WI can increase engine efficiency up to 20%. Khalil and Karim (2002) used
chemical kinetics to show that small changes in the composition of NG, particularly the addition
of higher hydrocarbon components (e.g., butane (C4H10) and heavier, which will drastically reduce
the MN), can result in significant changes in the reactivity of fuel.
Hiltner et al. (2003) used a single-zone simulation to demonstrate the effects of NG
composition on homogeneous charge compression ignition (HCCI) engines under conditions with
a high potential for commercialization. The results showed that the addition of 5−15 vol % higher

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hydrocarbons would reduce the required intake manifold temperature and change the residual gas
composition. Kim et al. (2009) used a Wiebe function model to investigate NG composition effects
in an indirect injection diesel engine modified NG spark-ignition (SI) operation. The results
indicated that varying the MN of the fuel from 68 to 100 affected engine performance, fuel
economy and burning rate. McTaggart-Cowan et al. (2010) used a heavy-duty NG engine to
evaluate the effects of adding ethane and propane to the fuel mix. The results indicated that the
addition had no significant effect on the power or fuel consumption of the engine when the MN
varied from ∼ 80 to ∼ 100. Feist et al. (2010) operated five NG engines that operated with gas
blends having a MN between 75 and 100. Their study reported only minor effects of MN and WI
on engine performance and emissions.
Vavra et al. (2012) used a turbocharged stoichiometric NG SI engine to investigate the effects
of adding higher hydrocarbons (C2H6, C3H8, and C4H10 at a maximum of 12, 6, and 3 vol %,
respectively) on engine performance. The study found that the changes in the gas composition had
minor effects on the knock resistance, power, efficiency, etc. Kakaee et al. (2015) used a dual-fuel
NG/diesel computational fluid dynamics (CFD) model to suggest that WN can significantly affect
the combustion process. However, the study used just two fuels with a high percentage of inert gas
(∼20 vol % nitrogen).
Mikulski et al. (2016) which used a similar dual-fuel numerical model to study the gas
composition impact when the methane ranged from 10 to 100 vol % (With ethane and propane
being the rest), also found that the gas composition had a significant influence on the combustion
process. More recently, Amirante et al. (2017) varied the propane fraction from 10 to 40 vol % in
a single-cylinder port-fuel-injected SI engine. The experimental results showed that NG
composition strongly influenced both engine performance and emissions.
While all of these studies suggested that NG composition is important, in this study an
analysis was carried out on the impact of changes in the quality of fuel gas, with various data where
CO2 values were in the range of 5-11% vol, methane in the range79-91%vol, other Hydro carbon
up to C6+ , H2S and H20 values, on engines that have been operating for more than 15 years with
good performance.

METHOD
Data collection was carried out at the location of the Natural Gas Station Facility, South
Sumatra, Indonesia. The fuel gas data analyzed is the result of analysis using a metering package
system consisting of a gas chromatograph, H2S analyzer and moisture analyzer. To get LHV,
HHV, Wobbe Index and Methane Number values, the Methane Number Calculator application is
used. Data was taken over a period of six months (October 2022 – March 2023), and the data
selected as sampling data are data that represent significant changes in composition with a CO2
composition range of 5-11 % Vol. As a comparison data, an analysis is also carried out on changes
in the composition of fuel gas every hour for 1 day, where on that date there is a repair of the CO2
removal facility on the gas producer side, so that the CO2 composition value is around 10 -11%.

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To complete it, data collected for the heating value and CO2 composition every 2 minute cycle, on
one events of engine shutdown in the 2022 period. GEG specifications, shown in Table 1.

Table 1. Specification of Gas Engine Generators

Number of Cylinders 16
Configuration V Configuration
Rated Speed 1500RPM
Engine net output 926 bkW
Compression Ratio 8:1
Bore x Stroke 170mm x 190mm
Displacement per Cyl. 69000cm 3

Table 2 shows the volumetric composition of four cases of fuel gas with different MN and
WI, for basic design of Gas Engine Generator. To get MN, Wi, LHV and HHV values use the
Methane Number Calculator application from the Engine Manufacturer.

Table 2. Basic Design Fuel Gas Composition for Gas Engine Generators
Basic Design Conditions from Source 2
Gas Compositions Units
Case 1 Case 2 Case 3 Case 4
H2O % Mole 0.0320 0.0320 0.0320 0.0320
CH4 % Mole 81.6720 81.6940 82.3290 81.7000
C2H6 % Mole 4.9640 4.9650 5.4980 4.9640
C3H8 % Mole 3.6550 3.6540 3.9990 3.6540
i-C4H10 % Mole 0.6970 0.6960 0.7830 0.6960
n-C4H10 % Mole 0.9420 0.9400 1.0290 0.9400
i-C5H12 % Mole 0.3290 0.3280 0.4330 0.3270
n-C5H12 % Mole 0.1600 0.1590 0.1130 0.1590
+
C6 % Mole 0.1400 0.1240 0.1190 0.1190
N2 % Mole 2.8200 2.8200 1.2140 2.8210
CO2 % Mole 4.3240 4.3230 4.0990 4.3230
H2S % Mole 0.0000 0.0000 0.0000 0.0000
O2 % Mole 0.2650 0.2650 0.3520 0.2650
Total % Mole 100,0000 100,0000 100,0000 100,0000
Methane Number Btu/Scf 62.9 63.1 62.5 63.2
Wobbe Index Btu/Scf 1172 1172 1206 1171
HHV Btu/Scf 1088 1087 1119 1087
LHV Btu/Scf 984 984 1013 983

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From the basic design data we get a number of provisions related to several limitations for
gas composition where, the methane number value is in the range 62.5 – 63.2 Btu/Scf, the Wobbe
index is in the range 1171 – 1206 Btu/Scf, the HHV is in the range 1087 – 1119 Btu/Scf, and LHV
in the range of 983 – 1013 Btu/Scf.

RESULT AND DISCUSSION

Current fuel gas composition from source 2 has a slight difference compare with basic design
fuel gas composition, Table 3 shows current fuel gas composition for Gas Engines.

Table 3. Current Fuel Gas Composition from Gas Source 2

Current Condition from Source 2
Gas Compositions Units
Sample 1 Sample 2 Sample 3 Sample 4
H2O % Mole 0.0009 0.0009 0.0005 0.0084
CH4 % Mole 80.4798 81.5756 79.8552 79.2475
C2H6 % Mole 6.0024 5.8075 5.7736 5.5700
C3H8 % Mole 2.8204 1.2770 1.4332 1.4040
i-C4H10 % Mole 0.4102 0.2418 0.2693 0.2640
n-C4H10 % Mole 0.5335 0.3464 0.3834 0.3700
i-C5H12 % Mole 0.2096 0.1424 0.1512 0.1500
n-C5H12 % Mole 0.1706 0.1023 0.1064 0.1060
+
C6 % Mole 0.2545 0.1961 0.2359 0.2401
N2 % Mole 1.3513 1.3188 1.2151 1.1800
CO2 % Mole 7.7668 8.9912 10.5762 11.4600
H2S % Mole 0.0000 0.0000 0.0000 0.0000
O2 % Mole 0.0000 0.0000 0.0000 0.0000
Total % Mole 100,0000 100,0000 100,0000 100,0000
Methane Number Btu/Scf 64.2 69.6 68.1 68.3
Wobbe Index Btu/Scf 1122 1076 1052 1035
HHV Btu/Scf 1051 1000 990 885
LHV Btu/Scf 951 903 895 979

By making a comparison between the Methane Number and Wobbe Index values at the
current fuel gas parameter conditions and the base design, there are only slight differences. In this
case the base design has estimated the minimum methane number and is still fulfilled with the
current conditions. After getting the methane number value, check the fuel usage guide document
from the manufacturer. Table 4. Shows the correlation between derate factor/engine timing and
methane number. For example, this engine is designed to deliver its full power rating (say, 1,000
hp) on fuel with a methane number from 83 to 100. When using such fuels, the optimum ignition
timing is 33° before top dead center (BTDC). Higher engine timing tends to go hand in hand with

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better fuel efficiency: The higher the ignition timing, the better the fuel efficiency tends to be. The
deration factor of 1.0 indicates that the engine operates at its full rating. However, if the methane
number falls to 40, the timing must be changed to 22° BTDC to avoid detonation, and the derating
factor of 0.9 means the engine output will be 900 hp. Engine output may also be derated as ambient
temperature and altitude increase

Table 4. Derate factor/Engine timing Vs Methane Number

Derate Factor/Engine Timing vs Methane Number
Methane Number <30 30 35 40 45 50 55 60 65 70 75 80 83 to 100
Derate Factor Engine 0 0.9 0.9 0.9 1 1 1 1 1 1 1 1 1
Ignition Timing
- 19 21 22 23 24 26 27 28 30 31 32 33
(BTDC)

From tables 2, 3 and 4, data is obtained, where there are differences in ignition timing
(BTDC), in some of the Methane Number results. From the results of discussions and field checks,
the ignition timing has been changed several times, which was originally 28, to 33. Currently, the
engine condition itself only works at a load range of 40-60% of its capacity. From this, it could be
that the engine is tripping because the ignition timing value is not in accordance with the
manufacturer's instructions, which can cause detonation, which can cause engine shutdown. To
analyze the fuel effects on engine performance after obtaining the LHV value, it is necessary to
perform a theoretical calculation of the combustion air requirement per volume of gas, to obtain
the LHV value of the air-fuel mixture. In naturally aspirated engines, the LHV value of the air-
fuel mixture is compared to the LHV value of the fuel used by the engine manufacturer when
creating the engine rating. Table 4. displays data from the theoretical calculation of energy output
from fuel combustion between basic design and current conditions.

Table 5. Comparison of Relative Power Capability (RPC) Between Basic Design and Current
Conditions (Basic Design)
Basic Design
LHV A/F (To 905 Btu/scf Fuel) Btu/Scf 86.2 86.2 86.2 86.2
LHV A/F Stoichometry Btu/Scf 87.50 87.61 87.79 87.54
Output Energy bhp 1125.53 1126.22 1128.63 1125.30
RPC (To 905 Btu/Scf Fuel) % 101.58 101.64 101.86 101.56

Table 6. Comparison of Relative Power Capability (RPC) Between Basic Design and Current
Conditions (Current Condition)
Current Condition
LHV A/F (To 905 Btu/scf Fuel) Btu/Scf 86.2 86.2 86.2 86.2
LHV A/F Stoichometry Btu/Scf 87.29 86.73 86.71 86.61
Output Energy bhp 1122.15 1115.04 1114.74 1113.43

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RPC (To 905 Btu/Scf Fuel) % 101.28 100.64 100.61 100.49

From table 5 and 6, it is found that the RPC in the current conditions still has an RPC value
of 100%, so that theoretically the LHV value in the current fuel gas composition is still in
accordance with the design energy output. To analyze more deeply, we collect data on gas
composition every hour of the day, and analyze the fluctuations in changes in value that occur.
Figures 2, 3, 4, 5, and 6 show fluctuations in changes in CO2, Methane, Hydrocarbon and Heating
Value and Methane Number values in 1 day.

CO2
12
MOLES %

11
10
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
HOUR

Figure 2. Hourly CO2 Parameter Reading

METANE
80.2
80
79.8
79.6
MOLES %

79.4
79.2
79
78.8
78.6
78.4
78.2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
HOUR

Figure 3. Hourly CH4 Parameter Reading

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Hydrocarbons
6
Ethane

MOLES %
4 Propane

2 i-But
n-But
0
1 2 3 4 5 6 7 8 9 101112131415161718192021222324 i-Pent
HOUR n-Pent

Figure 4. Hourly HC Parameter Reading

Heating Value
1000
BTU/SCF

990
980
970
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
HOUR

Figure 5. Hourly Heating Value Parameter Reading

METHANE NUMBER
69.5
69
MOLES %

68.5
68
67.5
67
66.5
01:00:00
02:00:00
03:00:00
04:00:00
05:00:00
06:00:00
07:00:00
08:00:00
09:00:00
10:00:00
12:00:00
13:00:00
14:00:00
15:00:00
16:00:00
17:00:00
18:00:00
19:00:00
20:00:00
21:00:00
22:00:00
23:00:00
00:00:00

HOUR

Figure 6. Hourly Methane Number Parameter Reading

From figures 2,3,5 and 6 there are varied fluctuations between the parameters CH4, CO2,
Methane Number and Heating Value. Where as the CO2 value increases, the CH4 value, Heating
Value and Methane number decrease, and vice versa. To analyze more deeply, data is collected
every 2 minutes, for one hour, where an engine shutdown event occurs at that interval. Figures 7
and 8 display Co2 and Heating Value Parameter reading per 2 minutes.

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11.6000
CO2 11.6058

11.4000
11.188711.179611.1498
11.136411.172111.1687 11.1142
11.2000 11.0855
11.0531 11.068611.078311.0966
10.9832
CO2 VALUE

11.0000
10.824510.8628
10.8000

10.6000

10.4000

10.2000

10.0000
17,32 17,36 17,40 17,44 17,48 17,52 17,56 18.00 18,04 18,08 18,12 18,16 18,20 18,24 18,28 18,32
TIME

Figure 7. 2 Minutes Co2 Parameter Reading

1015
Heating Value
1010 1009.97
1009.33
1008.43
1007.441006.72
1006.161005.71005.71
1005.411005.191005.091004.771004.76
GHV VALUE

1005
1004.181003.7

1000
997.47
995

990
17,32 17,36 17,40 17,44 17,48 17,52 17,56 18.00 18,04 18,08 18,12 18,16 18,20 18,24 18,28 18,32
TIME
Figure 8. 2 Minutes, Heating Values Reading

From figure 7 and figure 8, data is obtained that in cycles per 2 minutes, there are fluctuations
in the reading parameter on CO2 and heating value.
Tables 7 and 8 show data on the composition of fuel gas from gas source 1 and the results of
the blend mix between gas sources 1 and 2.

Table 7. Current Fuel Gas Composition from Gas Source 1

Current Condition from Source 1
Gas Compositions Units
Sample 1 Sample 2 Sample 3 Sample 4
H2O % Mole 0.0049 0.0049 0.0049 0.0052
CH4 % Mole 90.6735 90.6537 90.5770 90.6103

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C2H6 % Mole 3.1436 3.1448 3.1399 3.1476

C3H8 % Mole 0.9324 0.9332 0.9312 0.9355
i-C4H10 % Mole 0.2520 0.2524 0.2519 0.2537
n-C4H10 % Mole 0.2522 0.2532 0.2527 0.2548
i-C5H12 % Mole 0.1302 0.1305 0.1296 0.1323
n-C5H12 % Mole 0.0789 0.0792 0.0785 0.0805
C6 + % Mole 0.1552 0.1569 0.1579 0.1624
N2 % Mole 0.2153 0.2154 0.2155 0.2145
CO2 % Mole 4.1615 4.1755 4.2606 4.2029
H2S % Mole 0.0003 0.0003 0.0003 0.0003
O2 % Mole 0.0000 0.0000 0.0000 0.0000
Total % Mole 100,0000 100,0000 100,0000 100,0000
Methane Number Btu/Scf 75.5 75.5 75.5 75.5
Wobbe Index Btu/Scf 1167 1167 1165 1165
HHV Btu/Scf 1030 1030 1029 1029
LHV Btu/Scf 929 929 928 928

From Table 7, Gas Source 1 has a better methane number value, and is more stable for its
composition value than gas source 1.

Table 8. Current Blend Mix Gas Composition from Gas Source 1 & 2
Current Condition from Blend Mix
Gas Compositions Units
Sample 1 Sample 2 Sample 3 Sample 4
H2O % Mole 0.0001 0.0001 0.0002 0.0001
CH4 % Mole 88.9743 88.8721 88.4280 89.1438
C2H6 % Mole 3.6968 3.7045 3.7917 3.6027
C3H8 % Mole 1.0953 1.1066 1.4039 1.0097
i-C4H10 % Mole 0.2706 0.2696 0.2972 0.2582
n-C4H10 % Mole 0.2906 0.2892 0.3222 0.2717
i-C5H12 % Mole 0.1264 0.1241 0.1343 0.1251
n-C5H12 % Mole 0.0630 0.0606 0.0659 0.0615
+
C6 % Mole 0.1802 0.1786 0.1983 0.1804
N2 % Mole 0.3607 0.3663 0.3933 0.3562
CO2 % Mole 4.9420 5.0283 4.9650 4.9906
H2S % Mole 0.0000 0.0000 0.0000 0.0000
O2 % Mole 0.0000 0.0000 0.0000 0.0000
Total % Mole 100,0000 100,0000 100,0000 100,0000

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Methane Number Btu/Scf 74.5 74.6 72.8 75.1

Wobbe Index Btu/Scf 1153 1151 1157 1151
HHV Btu/Scf 1029 1028 1036 1025
LHV Btu/Scf 928 927 935 925

From Table 8, the gas blend mix has a better methane number than gas source 2. So to
maintain engine performance, there are two options to discuss, the first one, is to change the
ignition timing setting value, the second is to use fuel gas which has better gas quality.

CONCLUSION
Gas engines can accept a wide range of gas quality, but the fluctuation of the fuel quality
harms their performance. Rapid changes present serious engine control challenges and can have a
substantial impact on engine performance and emissions. Total variation influences the way the
engine must be fine-tuned. When an engine is operating at low load (low cylinder pressure),
temperatures produced by compression of the charge are lower, which increases resistance to
knock. Conversely, high load conditions increase the knock tendency. A change in the heating
value of a fuel will change the air-fuel ratio required to maintain a certain emission level. Since
carburetors are designed to maintain a constant air-fuel ratio (on a volume-to-volume basis) for a
given engine load, any change in the heating value of the fuel will result in an incorrect air-fuel
ratio for the desired emissions.

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