What is the well-to-wheels efficiency of an ICE that is powered by renewable synthetic liquified gas? Express your answer as a whole number. For example, if the answer is 15%, just input 15.

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The question asks for the well-to-wheels efficiency of an internal combustion engine (ICE) powered by renewable synthetic liquified gas, and requires a whole-number percent as the answer.
First, consider what well-to-wheels efficiency means: it combines two stages—well-to-tank (from energy source to the fuel delivered to the vehicle) and tank-to-wheels (the vehicle’s actual energy conversion efficiency during propulsion).
Next, identify the components involved for renewable synthetic liquefied gas (a gaseous fuel that has been liquefied for transport/storage):
- Well-to-tank losses: energy is required to synthesize the gas from renewable electricity (e.g., power-to-gas processes), compress or liquefy it, and transport it to the fueling infrastructure. These steps incur substantial energy penalties, reducing the usable energy content of the fuel at the vehicle fill.
- Tank-to-wheels losses: when the fuel is combusted in an ICE, the engine efficiency is typically limited by thermodynamic constraints, combustion completeness, friction, pumping losses, and auxiliary systems. ICE efficiency is generally lower than that of electric drivetrains and varies with engine design, operating point, and load.
- Liquefaction and handling: liquefying a gas and keeping it cold requires energy; depending on process efficiency, some energy is lost in maintaining the state and delivering it as usable chemical energy at the vehicle.
Given these cumulative losses, well-to-wheels efficiency for an ICE running on renewable synthetic LNG is typically modest, often lower than many alternative fuels or propulsion systems, and the final percentage is a subject of specific feedstock, production pathways, and engine efficiency data.
When estimating, one must combine the energy content of the fuel as delivered, the energy losses in producing and delivering that fuel (well-to-tank), and the engine’s conversion efficiency (tank-to-wheels). If a source provides a numerical target (for example, 13%), that figure reflects a particular set of process efficiencies and assumptions. In general, several percent variation can occur based on assumptions about synthesis energy, liquefaction energy, fuel transport, and engine efficiency curves.
If you are evaluating multiple choices, you would compare the conceptual magnitude of the well-to-wheels efficiency for renewable LNG to other fuels (e.g., gasoline, diesel, hydrogen, electricity) and account for the added energy penalties of liquefaction and the ICE’s thermodynamic limits. The key sources of error to avoid include assuming unrealistically high engine efficiency for an ICE with a liquefied gas fuel or neglecting the energy cost of fuel synthesis and liquefaction in the well-to-tank portion.
In summary, the well-to-wheels efficiency depends on a combination of (a) energy required to synthesize and liquefy the renewable gas and move it to the vehicle, (b) the storage and handling losses associated with liquefaction, and (c) the ICE’s own conversion efficiency. The resulting overall efficiency is often a relatively low single-digit to low-teens percentage range, depending on the exact technology and process efficiencies used in the calculation.

What is the well-to-wheels efficiency of an ICE that is powered by renewable synthetic liquified gas? Express your answer as a whole number. For example, if the answer is 15%, just input 15.

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