seen at the alternative fuel fueling center tracking site, as of early 2015 there is void of LNG fuel centers, public and private, from Illinois to the Rockies. A Noble Energy LNG production plant in northern Colorado was planned to go online in first quarter 2015 and to have a capacity of 100,000 gallons of LNG per day for on-road, off-road, and drilling operations. As of 2014, LNG fuel and NGV's had not achieved much usage in Europe. American Gas & Technology pioneered the use of onsite liquefaction using van sized station to access Natural Gas from utility pipe and clean, liquefy, store and dispense it. Their stations make of LNG per day. Use of LNG to fuel high-horsepower/high-torque engines In internal combustion engines, the volume of the cylinders is a common measure of the power of an engine. Thus a 2000cc engine would typically be more powerful than a 1800cc engine, but that assumes a similar air-fuel mixture is used. If via a turbocharger as an example, the 1800cc engine were using an air-fuel mixture that was significantly more energy dense, then it might be able to produce more power than a 2000cc engine burning a less energy-dense air-fuel mixture. However, turbochargers are both complex and expensive. Thus, it becomes clear that for high-horsepower/high-torque engines, a fuel that can inherently be used to create an energy-dense dense air-fuel mixture is preferred because a smaller and simpler engine can produce the same power. With traditional gasoline and diesel engines, the energy density of the air-fuel mixture is limited because the liquid fuels do not mix well in the cylinder. Further, gasoline and diesel auto-ignite at temperatures and pressures relevant to engine design. An important part of traditional engine design is designing the cylinders, compression ratios, and fuel injectors such that pre-ignition is avoided, but at the same time as much fuel as possible can be injected, become well mixed, and still have time to complete the combustion process during the power stroke. Natural gas does not auto-ignite at pressures and temperatures relevant to traditional gasoline and diesel engine design, thus providing more flexibility in the design of a natural gas engine. Methane, the main component of natural gas, has an autoignition temperature of 580 °C, whereas gasoline and diesel autoignite at approximately 250 °C and 210 °C respectively. With a compressed natural gas (CNG) engine, the mixing of the fuel