Are alternative fuels the future for ATVs?
Are alternative fuels the future for ATVs?
The worlds largest ATV market is the USA,
where petrol is cheap, but in the UK, where
farm incomes are under pressure and petrol
is very expensive, there is increasing interest
in the use of alternative, cheaper fuels,
writes Edward Newman
Two or four-stroke?
Major ATV manufacturers Bombardier, Honda, Kawasaki, Polaris, Suzuki and Yamaha all offer a range of petrol machines. These are mainly four-strokes, but those designed for leisure and racing markets may be fitted with high-revving two-stroke engines for brisk acceleration and higher performance.
Polaris used to specialise in two-strokes but has expanded its range with an increasing number of four-stroke models. British farmers tend to prefer four-stroke technology because of reduced noise levels and lower fuel consumption, so Polaris importer EP Barrus now offers only one two-stroke model, a small leisure machine. The larger agricultural machines are all four-stroke.
Diesel
Regulations governing petrol storage have become more stringent, and petrol prices have risen, making "red" diesel increasingly attractive. In the mid-1980s, EP Barrus introduced the D-BAT 300, a Polaris ATV with the standard 250cc petrol engine replaced by a Yanmar 300cc diesel.
Running costs, it was claimed, were only £1 for diesel against £8 worth of petrol, but the engine produced just 7hp, compared to 21hp from a typical 300cc petrol machine. The idea of a diesel-powered ATV provoked considerable interest and in 1998 Polaris introduced its factory-built diesel ATV, a 455cc machine offering about 14hp, while British manufacturer GHL Products offers two diesels.
Mike Pedlar, ATV sales manager for EP Barrus, says that although 50% of the companys sales are diesel machines, the petrol models attract customers who want more speed and power.
"Many of our customers have two machines – a petrol for when extra power is demanded and the diesel where less power is adequate," he says. "Diesels cost approximately £1000 more than an equivalent-size petrol machine and users have to justify the extra initial costs against the likely fuel savings in the future."
The convenience of red diesel is as important as price, says Barrus, because most farms have a bulk tank of diesel, and this is more convenient than filling cans at a petrol station.
Liquefied petroleum gas (LPG)
ATV operators who want the performance of petrol at a cost similar to red diesel can try liquefied petroleum gas (LPG). With prices typically 22p/litre for road fuel duty-exempt LPG, and on-farm bulk storage convenient and safe, selected ATV dealers are engaged in extended trials assessing its suitability as an ATV fuel, and early results are promising.
One advantage of LPG is that most petrol engines require little modification to run on it. The standard petrol tank and complete fuel system remain intact and the gas conversion in its most basic form includes a specially designed and tested gas tank, a pressure regulator, main control valve and a jet that supplies gas directly into the air flow as it enters the carburettor.
This means the machine has dual fuel capability, and the operator can go out with both the petrol and gas tanks full to provide greatly extended operating hours without refuelling.
But Mike Bush, ATV divisional manager for Yamaha Motor UK, says there are inherent disadvantages. "Space has to be found for a suitable-size gas cylinder and, although this can be mounted on the front or rear load rack, the loss of carrying space is a high price to pay.
"The gas cylinder is also quite heavy, so even if it can be mounted elsewhere, its extra weight can affect stability and manoeuvrability."
Honda and Yamaha dealers have both been involved with long-term trials of the system, but at present neither company will approve the conversion. This means that the manufacturers warranty on a new machine could be invalidated if a machine is converted for LPG use.
Taylor and Braithwaite, a Cumbria-based ATV dealership, began offering gas conversions earlier this year. "We charge approximately £695 plus VAT for the conversion, and offer a choice of front, rear or under-mounted tanks," says the companys Paul Taylor.
Mr Taylor has produced a guide for potential customers to calculate whether the gas conversion will be worthwhile for their intended use. He suggests an average ATV on normal off-road work and travelling 4000 miles a year will save more than £600 a year in fuel costs – after allowing for the rental charge for the bulk LPG tank.
The price for the supply of the bulk tank depends on location and the amount of gas used. The tank is refilled when required from a tanker, and the farm billed for any gas used. The ATV is refilled from the bulk tank via a purpose-designed high-pressure pump system.
The choice is yours
ATVs cost little to run compared to most farm vehicles and their adaptability and versatility has made them increasingly indispensable. Conventional petrol machines are attractive because they are reliable, and offer good performance from a small engine.
Diesel and dual-fuel machines offer cheaper running costs but the initial cost is higher.
The dual-fuel system has the advantage of normal petrol operation with cheaper running at the flick of a switch, but it may be some time before the big manufacturers offer gas kits as approved accessories with guaranteed performance and full manufacturers warranty. *
At just 22p/litre, filling the ATV from your on-farm LPG tank could save up to £10 for each fill, compared to petrol.
The latest Polaris 455 diesel offers better acceleration and performance than earlier oil-burning models.