Natural Gasoline Research Articles

Optimal NGL Recovery From Natural Gas Using Turboexpander: a Case Study and Simulation

Associated gas from oil wells is the most common raw natural gas in Middle East countries and comprises about 70% of Iraq’s natural gas resources. Associated gas is usually loaded with considerable amounts of C2+ hydrocarbons. Liquids from these hydrocarbons, commonly referred to as NGLs, include ethane, propane, butanes, and natural gasoline. They can be used as fuel or as feedstock in refineries and petrochemical plants, while the heavier portion can be used as gasoline-blending stock. They must be removed and recovered from the raw natural gas stream in order to produce pipeline-quality dry natural gas and to meet safe delivery and combustion specifications. This being the case, this study was aimed at simulating and maximizing NGL recovery by applying the latest V.8 Aspen HYSYS simulator and examining the demethanizer feed pressure.

Properties of Ethanol Fuel Blends Made with Natural Gasoline

This project looks at the potential of blending ethanol with natural gasoline to produce Flex-Fuels (ASTM D5798-13a) and high-octane, mid-level ethanol blends. Eight natural gasoline samples were collected from pipeline companies or ethanol producers around the United States. Analysis of the natural gasoline shows that the samples are 80–95% paraffinic, 5–15% naphthenic, 3% or less aromatics, and the balance olefins. The paraffins were typically pentane and isopentanes. The benzene content ranged from approximately 0.1 to 1.2 wt % such that blends of E30 or more would meet United States Environmental Protection Agency (U.S. EPA) limits for the benzene content in gasoline. The sulfur content in the natural gasoline ranged between 4 and 146 ppm. Assuming the lowest ethanol content in Flex-Fuel of 51 volume percent (vol %), a natural gasoline blendstock would be required to have 20 ppm sulfur or less for the finished fuel to meet the upcoming U.S. EPA Tier 3 gasoline sulfur limit. The research octane number ...

Electrochemical Model of a Triode Solid Oxide Fuel Cell

A Triode Solid Oxide Fuel Cell is a novel cell architecture that aims to control the electrocatalytic activity under low steam reforming conditions, or poisoning conditions. This fuel cell design introduces a third electrode (auxiliary electrode) of the same nature of the cathode while the anode is common between the two circuits (Figure 1). The auxiliary circuit, which electrically connects the anode with the auxiliary electrode, is operated in electrolysis mode while the fuel cell circuit runs in its conventional way. During the triode operation, performance enhancement is recorded especially when a significant electrode overpotential is presented; this can be the case for SOFC anode feeds with natural gas and gasoline fuels, or when it is being poisoned from impurities. A two-dimensional stationary isothermal model is developed and implemented in commercial software, COMSOL Multiphysics (version 4.3b). The model is based on composite electrodes, where the equations for mass, momentum and charge transport, along with electrochemical global kinetics (Butler-Volmer equation) and charge conservation are solved simultaneously. Exchange current densities are fitted from experimental data to reproduce the observed behavior of the cell. The model, able to predict conventional and triode operation, gives guidelines for the electrodes geometry design that needs to be adopted in order to favor the expected improvements. In particular, it is noted that the aspect ratio between the electrodes distance cathode-auxiliary and the electrolyte thickness is a key parameter. The interaction between the main and auxiliary circuits is then discussed in terms of equipotential and current lines in a cross section of the cell for two different geometries: anode and electrolyte supported cells. The improvements achievable in triode operation are also calculated in terms of electric current surplus that is possible to obtain in the fuel cell circuit while imposing an electrolysis voltage of 1.7 V in the auxiliary circuit. Figure 1

A comparative study on the first and second law analysis and performance characteristics of a spark ignition engine using either natural gas or gasoline

Abstract In this study, the effect of fuel type; gasoline or natural gas on the energy and exergy balance as well as the performance of spark ignition engine was experimentally investigated. The experiments were conducted using a four cylinder, naturally aspirated CNG–gasoline bi-fuel engine at wide open throttle (WOT) operating condition. The results showed that when engine was fed with gasoline, the output power was higher than that of gaseous fuel by 4.2 kW on average throughout the engine speed range. Thermal efficiency of the engine with natural gas was higher than that of the gasoline by approximately 5.4% throughout the engine speed range. In addition, CNG fuel showed higher exergetic efficiency than gasoline, and based on these results second law efficiency of CNG engine was higher than that of gasoline engine by 3.18% on average. This was largely due to combustion temperature increase in CNG case. For all operating points, the percentage of energy and exergy transfer through exhaust gases and the cooling system in gasoline are lower than CNG. However the destructed exergy of gasoline was higher than CNG by about 5.8%, averagely.

Co-production of synthetic fuels and district heat from biomass residues, carbon dioxide and electricity: Performance and cost analysis

Large-scale systems suitable for the production of synthetic natural gas (SNG), methanol or gasoline (MTG) are examined using a self-consistent design, simulation and cost analysis framework. Three basic production routes are considered: (1) production from biomass via gasification; (2) from carbon dioxide and electricity via water electrolysis; (3) from biomass and electricity via hybrid process combining elements from routes (1) and (2). Process designs are developed based on technologies that are either commercially available or successfully demonstrated at precommercial scale. The prospective economics of future facilities coproducing fuels and district heat are evaluated from the perspective of a synthetic fuel producer. The levelised production costs range from 18–37 €/GJ for natural gas, 21–40 €/GJ for methanol and 23–48 €/GJ for gasoline, depending on the production route. For a given end-product, the lowest costs are associated with thermochemical plant configurations, followed by hybrid and electrochemical plants.

Comparative Economic Investigation Options for Liquefied Petroleum Gas Production from Natural Gas Liquids

There is new trend in the value of oil and gas in the world, with the value of Liquefied Petroleum Gas (LPG) soaring higher. It is due to its uses as a potential fuel in the several parts of the world, its demand in the petrochemical industries for plastics and automotive composites productions, and other uses. These results in steadily increases in price. There is also increase in volume of feed gas, which demands efficient LPG processing and recovery technology. This paper mainly focuses on comparative economic investigation options for Liquefied Petroleum Gas plant, which processes feed from natural gas wells and dehydrating units to produce Liquefied Petroleum Gas along with natural gasoline having a higher value as separate product. Recovery of LPG is possible but raises both the initial cost of plant and operational cost considerably. The value of LPG recovered should be high enough to widen the operating margins between the processing costs and the market price for which the recovered liquids can be sold. Therefore, the most economic means of extracting this product must be used. This was done using two alternatives; the Conventional Fractionation process and Single column overhead recycle process (SCORE). Both alternatives were simulated with Hysys and are analyzed based on product recovery level, energy required and fixed capital cost. There are two feeds to the plant, one from the natural gas wells and the other from dehydrating units of natural gas processing plants with a total flow rate of 6.99 MMSCFD. Analysis of result from modeling shows that Single column overhead recycle process has a total product recovery of 97.2 % while Conventional fractionation process has a total recovery of 88.5 %, the require energy margin between the alternatives is about 38.9 % in favor of conventional process and the fixed capital cost is in the favor of Single column process. Sensitive to choosing the most economic option of LPG recovery between the conventional process and SCORE process is the recovery level of LPG from each of the options, total energy required and the cost of the equipment. From the analysis, it shows that, it is more economical to use the Single column overhead recycle process, as compared to conventional fractionation process.

Octane Rating of Natural Gas-Gasoline Mixtures on CFR Engine

In the last years new and stricter pollutant emission regulations together with raised cost of conventional fuels resulted in an increased use of gaseous fuels, such as Natural Gas (NG) or Liquefied Petroleum Gas (LPG), for passenger vehicles. Bi-fuel engines represent a transition phase product, allowing to run either with gasoline or with gas, and for this reason are equipped with two separate injection systems. When operating at high loads with gasoline, however, these engines require rich mixtures and retarded combustions in order to prevent from dangerous knocking phenomena: this causes high hydrocarbon (HC) and carbon monoxide (CO) emissions together with high fuel consumption. With the aim to exploit the high knock resistance of NG maintaining the good performances of gasoline, the authors experienced, in a previous work [1], the simultaneous combustion of NG-gasoline mixtures on a series production Spark Ignition (SI) engine, obtaining, with respect to pure gasoline operation, strong reduction in pollutant emissions, noticeable efficiency increase and no significant power losses. In order to ascertain the knock resistance increase due to the addition of natural gas to gasoline, and given the total absence of such information in the scientific literature, the authors decided to carry out a dedicated experimental campaign: a standard Cooperative Fuel Research (CFR) engine, properly upgraded to inject both fuels in the intake duct, has been employed to determine the Motor Octane Number (MON) of several fuel mixtures following the ASTM Standard D2700. The results showed a non-linear relation between mixture knock resistance and natural gas concentration, correctly interpolated by a polynomial law. The correlation found can be usefully implemented in knock onset prediction sub-models for thermodynamic engine simulation, or used in future works involving the simultaneous combustion of natural gas and gasoline in a SI engine.

Mass Fraction Burn Comparison of Compressed Natural Gas and Gasoline

Vehicle efficiency relates to pollutants and cost savings in third world countries. In term of subcompact cars, the vehicle characteristics are governed by the engine for alternative fuels. The main focus of this paper was to evaluate a sub compact car engine for its performance and burn rate of gasoline and Compressed Natural Gas (CNG). A bi-fuel sequential system was used to do this evaluation. Measurements of engine speed, torque and fuel were done on an eddy current dynamometer, while measurements or in-cylinder pressure, crank angle and spark were analyzed from results taken by data acquisition system. The emissions readings were also compared from an emission analyzer. The results were analyzed for burn rate based on the first law of thermodynamic. The comparison shows a drop of 18.6% was seen for the power, brake specific fuel consumption (BSFC) loss was 7% and efficiency loss was at 17.3% in average for all engine speed. Pressure analysis shows peak pressure dropped by 16%. Burn rate shows why CNG had a slower burning speed on the small engine. The engine speed of 4000 rpm at Maximum Brake Torque (MBT) produced the most nearest results to gasoline.

Operating envelope of a short contact time fuel reformer for propane catalytic partial oxidation

Fuel cell technology has yet to realize widespread deployment, in part because of the hydrogen fuel infrastructure required for proton exchange membrane systems. One option to overcome this barrier is to produce hydrogen by reforming propane, which has existing widespread infrastructure, is widely used by the general public, easily transported, and has a high energy density. The present work combines thermodynamic modeling of propane catalytic partial oxidation (cPOx) and experimental performance of a Precision Combustion Inc. (PCI) Microlith® reactor with real-time soot measurement. Much of the reforming research using Microlith-based reactors has focused on fuels such as natural gas, JP-8, diesel, and gasoline, but little research on propane reforming with Microlith-based catalysts can be found in literature. The aim of this study was to determine the optimal operating parameters for the reformer that maximizes efficiency and minimizes solid carbon formation. The primary parameters evaluated were reformate composition, carbon concentration in the effluent, and reforming efficiency as a function of catalyst temperature and O2/C ratio. Including the lower heating values for product hydrogen and carbon monoxide, efficiency of 84% was achieved at an O2/C ratio of 0.53 and a catalyst temperature of 940 °C, resulting in near equilibrium performance. Significant solid carbon formation was observed at much lower catalyst temperatures, and carbon concentration in the effluent was determined to have a negative linear relationship at T < 750 °C. The Microlith reactor displayed good stability during more than 80 experiments with temperature cycling from 360 to 1050 °C.

Development of a Predictive Tool for the Estimation of True Vapor Pressure of Volatile Petroleum Products

In this article, an Arrhenius-type asymptotic exponential function combined with Vandermonde matrix, which is easier than existing approaches, less complicated with fewer computations, and suitable for process engineers, is presented here for the estimation of liquefied petroleum gas and natural gasoline true vapor pressure as a function of Reid vapor pressure and temperature. This predictive tool is recommended as a quick reference to determine true vapor pressures of typical liquefied petroleum gases, natural gasoline, and motor fuel components at various temperatures. Additionally, the developed tool will enable estimation of operating pressure of a storage tank necessary to maintain the stored fluid in a liquid state at various temperatures as well as for simple evaluation of refrigerated storage versus ambient temperature storage for liquefied petroleum gases. The proposed predictive tool works for temperatures in the range of 253 to 373 K and Reid vapor pressure more than 35 kPa. The proposed method is superior owing to its accuracy and clear numerical background based on Vandermonde matrix, wherein the relevant coefficients can be retuned quickly if more data are available. Estimations are found to be in excellent agreement with the reliable data in the literature with average absolute deviations being around 2.4%. The tool developed in this study can be of immense practical value for the engineers and scientists to have a quick check on the true vapor pressure of typical liquefied petroleum gases, natural gasoline, and motor fuel components at various conditions without opting for any experimental measurements. In particular, chemical and process engineers would find the approach to be user-friendly with transparent calculations involving no complex expressions.

Burns in Tehran: demographic, etiological, and clinical trends

Abstract Background: Burns are a major public health problem. They often require intensive care and long periods of hospitalization. In Tehran, about 5% of all hospitalized injuries are burns. There are no published long-term epidemiological studies regarding burn injuries of adults in Iran. Objective: To identify risk factors for burn injuries and provide a starting point for the establishment of an effective prevention plan. Methods: We analyzed the demographic, etiological, and clinical data of 1860 burn patients admitted to a major acute care hospital in Tehran between March 2010 and April 2011. Data were obtained from the registry recorded in Shahid Motahari Trauma Hospital and evaluated using a chi-square test. Results: Males were more than twice as likely to be burn patients than females (72.0% vs. 28.0%). Second and third-degree burns with a body surface area of 21%-30% constituted the highest injury reported (75.3%). The most common causes of the recorded burns were natural gas, gasoline (42%) and open fire (10.2%). Unintentional burns were reported in 85% of the cases, and 15% of the burn victims were suicide-related incidents; mainly among women. In 75% of suicide attempts, women set themselves on fire to commit suicide. The mean duration of hospitalization was 25 days and the mortality rate was 10.7%. Mean age of reported deaths was 38.6 years; with a mean of 30 years among women and 51.5 years among men. Conclusion: The group at highest risk was young men 21-30 years old. However, an astonishing finding was that 75% of suicidal-related incidents involved women setting themselves on fire. Those with the highest mortality rate were victims of burns with gas, gasoline, and kerosene; with a mean age of 30 years of death among women.

Cold start and full cycle emissions from a flexible fuel vehicle operating with natural gas, ethanol and gasoline

This paper describes a comparative study between the pollutant emissions produced by a spark ignition engine operating with three different fuels: commercial gasoline with 22% of ethanol (E22), compressed natural gas (CNG) and hydrous ethanol. The emission levels of oxides of nitrogen (NOx), carbon monoxide (CO), carbon dioxide (CO2), total hydrocarbons (HC), and methane (CH4) produced by a flexible fuel engine operating according to the US 1975 Federal Test Procedure (FTP 75) were analyzed. Tests were performed with a mid-size sedan powered by 1.4-L spark ignition engine on a chassis dynamometer. The results for the cold start tests demonstrate that E22 produced the lowest CO and HC emissions, while CNG produced the lowest NOx emissions. Considering the full test cycle, CNG emitted the lowest CO, NOx and CO2 concentrations, and the lowest fuel consumption. Gasoline presented the lowest emission levels of HC and CH4. Ethanol showed the highest fuel consumption and higher pollutant emission levels than the other fuels, except for CO2, which was higher than CNG and lower than gasoline.

Uncertainty Analysis Applied to Thermodynamic Models and Fuel Properties – Natural Gas Dew Points and Gasoline Reid Vapor Pressures

A simple, consistent, and self-contained error propagation algorithm was developed using the uncertainty information related to pure component physical properties, binary interaction parameters, and thermodynamic model parameters combined with Monte Carlo simulation along with the Latin Hypercube Sampling (LHS) method. This algorithm is generally applicable to simulate the error propagation in process flow sheets of arbitrary complexity as long as the thermodynamic model parameters encode uncertainty information. In this work, two significant problems related to hydrocarbon processing are studied under the light of uncertainty analysis. First, the injection of a valuable liquid hydrocarbon into an existing natural gas pipeline for transportation was studied in order to find the optimum injection rate of liquid n-butane that can be safely added to the flowing gas without undesired condensation. The main factors considered in this calculation are the hydrocarbon dew point, the natural gas physical properties, and conformity to pipeline specifications. Second, uncertainties on Reid vapor pressure (RVP) calculations were taken into account for the calculation of optimal rate of liquid n-butane blending into gasoline. Gasoline blending is an important operation in refineries where gasoline must be produced with enough volatility for the proper operation of engines in cold climates.

Chemical Characterizations of PM10 Profiles for Major Emission Sources in Xining, Northwestern China

The chemical profiles of emission sources are indispensable for source apportionment using receptor models. To develop current knowledge of PM10 profiles, the chemical composition of major emission sources were analyzed in Xining. Samples of geological sources (soil dust, road dust and construction derived dust) and industrial fly ash were collected from representative portions using a plastic dustpan and brush and sampled on filters through a re-suspension chamber. Samples of coal combustion source and vehicle exhaust were collected directly on the filters using a dilution stack sampler. Chemical analysis included inductively coupled plasma mass spectrometry for 19 elements (Na, P, K, As, Rb, Mo, Cd, Sn, Sb, La, V, Cr, Mn, Co, Ni, Cu, Zn, T1, and Pb), inductively coupled plasma optical emission spectrometry for 7 elements (Al, Sr, Mg, Ti, Ca, Fe, and Si), ion chromatography for water-soluble ions (Na + , K + , Mg 2+ , Ca 2+ , F – , Cl – , NO3 – and SO4 2– ) and thermal/optical reflectance analysis for carbonaceous species. Crustal elements (Si, Al, Ca, Fe) predominated in geological sources, whereas trace elements (Pb, Cd, Cr, Zn and Ni) were predominant in industrial fly ash. An abundance of carbon and SO4 2– was present in coal-combustion source and vehicle exhaust. The coal-combustion boilers were a source of trace elements (Ti, Co, Sr, Sb, Tl). High concentrations of Pb and OC in soil indicated the strong influence of agriculture activities in Xining. Comparison of vehicle exhaust profiles indicated that natural gas was high environmental friendliness in comparison with petroleum products used as motor vehicles fuel. Differences in EC, Cd and NO3 – between natural gas-powered and gasoline- or diesel-powered vehicle exhaust can be used to differentiate the two types of vehicle emission sources. Differences in source profiles and indicator species between Xining and other cities suggest that source profiles should be developed locally and updated frequently.

Variation Of Airflow Pattern Through Dissimilar Valve Lift In A Spark Ignition Engine

Bi-fuel conversions are a common alternative fuelling option for mono-fuel gasoline SI vehicles because of the minor vehicle modifications required. In Malaysia, most bi-fuel vehicles are fuelled with compressed natural gas (CNG) and gasoline. However, CNG flame speed is lower than gasoline reducing the power and range of the vehicle when operating on CNG. This situation can be improved by increasing the flame speed via higher swirl generation. A Computational fluid dynamics model is used to analyse swirl generated by dissimilar valve lift (DVL) profiles on the intake valve. A three-dimensional engine simulation shows differences in swirl motion and turbulence between the original symmetric valve lift profile and the DVL. The higher swirl number reduces the turbulence kinetic energy level slightly. The best case profile is selected for further experimental testing.

Beijing ambient particle exposure accelerates atherosclerosis in ApoE knockout mice

BackgroundAir pollution is associated with significant adverse health effects including increased cardiovascular morbidity and mortality. However research on the cardiovascular effect of “real-world” exposure to ambient particulate matter (PM) in susceptible animal model is very limited. In this study, we aimed to investigate the association between Beijing ambient particle exposure and the atherosclerosis development in the apolipoprotein E knockout mice (ApoE−/− mice). MethodsTwo parallel exposure chambers were used for whole body exposure among ApoE knockout mice. One of the chambers was supplied with untreated ambient air (PM group) and the other chamber was treated with ambient air filtered by high-efficiency particulate air (HEPA) filter (FA group). Twenty mice were divided into two groups and exposed to ambient PM (n=10 for PM group) or filtered air (n=10 for FA group) for two months from January 18th to March 18th, 2010. During the exposure, the mass concentrations of PM2.5 and PM10 in the two chambers were continuously monitored. Additionally, a receptor source apportionment model of chemical mass balance using 19 organic tracers was applied to determine the contributions of sources on the PM2.5 in terms of natural gas, diesel vehicle, gasoline vehicle, coal burning, vegetable debris, biomass burning and cooking. At the end of the two-month exposure, biomarkers of oxidative stress, inflammation and lipid metabolism in bronchoalveolar lavage fluid (BAL) and blood samples were determined and the plaque area on the aortic endothelium was quantified. ResultsIn the experiment, the concentrations of PM10 and PM2.5 in PM chamber were 99.45μg/m3 and 61.0μg/m3 respectively, while PM2.5 in FA chamber was 17.6μg/m3. Source apportionment analysis by organic tracers showed that gasoline vehicle (39.9%) and coal burning (24.3%) emission were the two major sources contributing to the mass concentration of PM2.5 in Beijing. Among the ApoE knockout mice, the PM group were significantly higher than the FA group in terms of serum total cholesterol, low-density lipoprotein, tumor necrosis factor-alpha (TNF-alpha) and C-reactive protein as well as TNF-alpha and interleukin-6 in BAL. Also the total antioxidant capacity and oxidized low-density lipoprotein were significantly different between the two groups. In addition, pathological analysis of aortic arch reveals that the plaques area in the PM group increased significantly compared to the FA group. ConclusionsOur results demonstrated that ambient PM exposure could induce considerable oxidative stress and systemic inflammation in ApoE knockout mice and contribute to the progression of atherosclerosis.

Simulated Annealing Optimization for Hydrocarbon Pipeline Networks

In this work the determination of optimally located pipeline networks has been proposed by means of the implementation of a metaheuristic algorithm called Simulated Annealing with GAMS (SAG) in order to find the best pipeline layout together with a subset of locations to install concentrating nodes. The strategy essentially consists of a hybridization of Simulated Annealing, combined with the well-known GAMS package. In particular, the sample cases consisted of finding the most convenient routes so as to transport natural gasoline from Santa Cruz (Argentina) gas fields to the processing plants. The SAG algorithm behaved satisfactorily because it proved to be efficient and flexible.

Operando XANES study of simulated transient cycles on a Pd-only three-way catalyst

A model Pd-only three-way catalyst has been subjected to simulated driving conditions of natural gas and gasoline operation in an operando reactor cell for X-ray absorption spectroscopy that included alternated, but longer than real oscillations, rich and lean periods and a high temperature surge (850–900 °C). The X-ray absorption near edge structure (XANES) spectra indicated that metallic palladium is observed in the whole temperature range investigated (up to 900 °C) and irrespective of the air/fuel ratio. In both natural gas and gasoline cycles, the XANES data show that the PdO reduced in the rich periods cannot be restored in the lean periods. With this background, activity for methane abatement in the high temperature regime is greatly affected by the oxidation state of palladium rather than by the change of air/fuel ratio. In the case of propene oxidation, while Pd also remains predominantly in the reduced state, activity is dictated by the oxygen concentration in the feedstock. Comparison between the two hydrocarbons demonstrates that the oxidation state of Pd may be responsible for observed methane emissions under realistic operating circumstances. Moreover, the experiments demonstrate that reduced Pd may be continuously present during operation in agreement with observations on real catalytic converters. Although this may be the average oxidation state of Pd, more advanced probes are certainly necessary to capture variations of oxidation state under the fast oscillatory conditions needed to imitate real operation.

Characterization of Dieseline with the Advanced Distillation Curve Method: Hydrocarbon Classification and Enthalpy of Combustion

The use of fuel blends (incorporating fluids such as natural gas or gasoline) for compression ignition engines may aid in efforts to reduce nitrogen oxides (NOx) and particulate matter emission. The consideration and design of such blends is dependent upon the detailed properties of the particular blend. In this work, we measured blends of 10, 20, 30, 50, 70, 80, and 90% (v/v) gasoline in diesel fuel by use of the advanced distillation curve (ADC) method to determine the hydrocarbon classifications in the various volume fractions. This allows us to track the hydrocarbon families throughout the volatility profile and, most importantly, observe changes in the aromatic content of the distillate cuts. In addition, we have used the composition explicit data channel (a unique capability to sample composition throughout the distillation curve) of the ADC to access thermochemical data, and related this to the temperature data grid reported earlier. This was done by calculating a composite enthalpy of combustion based on the enthalpy of combustion of the individual components of a distillate fraction. The addition of gasoline to diesel fuel increases the amount of light paraffins in early distillate cuts and increases the amount of aromatics in later distillate cuts. Also, the addition of gasoline to diesel fuel decreases the enthalpy of combustion especially in early distillate cuts on a molar, mass, and volume basis.

Experimental thermal analysis of cylinder block and head of a bi-fuel turbocharged engine

The beauty and application of thermal analysis concept leads researchers to one of the main steps for thermomechanical design during engine development. The durability and output potential of such engines is strongly linked to the operating temperature of certain key components. Thus, accurate temperature predictions are an essential pre-requisite to the continuing engine evolution. From material science point of view, temperature field in engine main components like cylinder head and block is required to evaluate component functionality under specific load and conditions. Moreover, need for more power and less weight is one of the most important targets in engine design, especially in the case of alternative fuel engines. In order to look at this issue, authors zero in on wide-ranging experimental and analytical study to investigate temperature fields in cylinder head and block of a recently developed turbocharged bi-fuel engine. A bi-fuel turbocharged engine (CNG and gasoline) were equipped with more than 40 sets of thermocouples and a comprehensive thermal survey was carried out on the fired engine in the various conditions. Thermocouples were installed on different positions of the cylinder block and head to measure material temperatures. Experiments were done both in natural gas and gasoline mode to compare the results. An analytical comparison was made between natural gas and gasoline modes to understand root and effect of heat transfer differences. The presented thermal analysis could be helpful to know material requirements to design and develop turbocharged natural gas engine which is a good candidate as an alternative fuel engine.