From a single generator to a complete gas plant

You send us a photograph of your generator’s nameplate. We identify the set, take its prime (continuous) rating as the analysis basis, and issue a formal report covering:

• Equipment identification — every field recorded from the nameplate, so the basis of the analysis is auditable.
• How the conversion works on your engine — the pilot-ignition principle, the scope of equipment, and the recommended CNG substitution target for your set size.
• Projected running costs — diesel-only versus dual-fuel, at low, typical and high usage scenarios, worked daily, monthly and annually.
• A sensitivity table — what the saving becomes if the achieved substitution turns out to be 50, 60, 70 or 80%, rather than only quoting the best case.
• Technical considerations and risks — power derate, OEM warranty status, injection-system compatibility, gas quality, and emissions, stated plainly.

A petrol engine has spark plugs, so unlike a diesel it does not need a pilot fuel. A converted car is bi-fuel: it runs on 100% CNG while the cylinder has gas, and switches to petrol at the press of a button on the dashboard. Nothing is removed — your petrol tank, injectors and fuel pump all stay exactly where they are.

Because you displace all of the petrol rather than part of it, the saving is far larger than on a diesel truck. At ₦1,300 a litre for petrol against ₦380 per SCM for gas, running on CNG costs about 73% less per kilometre.

What it saves, by engine size

• Certified cylinders, fitted to suit the car. Cylinder size is matched to your boot space and the range you need, not to whatever is in stock.
• Petrol is always there. Run out of gas and the system switches over automatically. A converted car cannot be stranded by an empty cylinder.
• Sequential injection kits. Gas is injected per cylinder under ECU control rather than through a crude mixer, so driveability, cold starts and emissions stay where they should be.
• Fitted at our own workshops in Kaduna, Abuja, Kano and Lagos, with leak testing and a road calibration before the car goes back to you.

A truck engine is a compression-ignition engine like any genset, and it responds to the same pilot-ignition conversion. We fit vehicle-rated dual-fuel systems to trucks, tippers, tankers and haulage fleets: NGV cylinders mounted to the chassis or behind the cab, a regulator and gas train routed clear of heat and road damage, and an ECU calibrated against the vehicle’s real duty cycle rather than a bench figure.

• Diesel remains the fallback. If the vehicle runs out of gas mid-route, it reverts to 100% diesel and keeps driving. A conversion never strands a truck.
• Cylinder capacity sized to your route. Range between CNG stations is the binding constraint on a fleet, so we size storage against the corridors you actually run, not a generic figure.
• Fleet rollout, not one-off jobs. We convert a pilot vehicle first, measure what it actually achieves in service, and only then scope the rest of the fleet against verified numbers.
• Driver and workshop training. Your drivers are trained on refuelling and shut-off procedure, and your own mechanics on what the gas system needs at each service interval.

This is the heart of what we do. We take a bare site and hand back a working gas facility: ground survey and civils, foundations and bunding, compression and drying, high-pressure storage, dispensing, piping, electrical, instrumentation and controls, fire and gas detection, commissioning and operator training. One contract, one accountable contractor, one completion date — instead of a designer, a supplier and a builder pointing at each other when something slips.

That covers both halves of the gas business. CNG plants compress pipeline gas to 250 bar for vehicles and engines. LNG plants and satellite stations work the cold end instead — gas liquefied at −162 °C, held in cryogenic storage, trucked to sites no pipeline reaches, then regasified back to pipeline-quality gas at the point of use. LNG carries roughly 600 times more gas per unit of volume than the gas phase, which is what makes a site hundreds of kilometres from a pipeline supplyable at all.

We can do this because the engineering is in house. Mechanical, process, electrical and controls engineers all sit inside the company, so the design, the procurement specification and the people supervising construction are the same team. Nothing is lost in the handover between disciplines, because there is no handover between companies.

What we build

How an EPC contract runs

• Engineering — demand study, site survey, process and instrumentation design, plot layout, hazardous-area classification and the safety case.
• Procurement — compressors, dispensers, storage vessels, cryogenic equipment, valves and instrumentation, sourced against the specification we designed rather than what happens to be available.
• Construction — civils, mechanical erection, piping, electrical and controls, pressure testing, and commissioning under load.
• Handover — operator training, as-built documentation, spares list and a maintenance regime your own team can run.

A converted generator or a gas plant is only half the job. What turns it into dependable infrastructure is the control layer: starting the right set at the right moment, transferring load without a blackout, and telling somebody when a reading drifts. We design, build and commission that layer in house.

• Substitution verification — we re-check the CNG share you are achieving against the commissioning benchmark, so a drift in performance is caught rather than quietly absorbed.
• Gas train inspection — leak testing, filter servicing, regulator and solenoid checks, and cylinder valve inspection.
• Recalibration — if your load profile changes materially, the controller can be retuned to suit the new duty cycle.
• Cascade expansion — additional cylinders or skids fitted to the existing frame as your gas demand grows.
• Cylinder recertification support — we advise on periodic inspection intervals for NGV cylinders and coordinate testing.