Bret Ludwig wrote:
> L.W.(Bill) ------ III wrote:
> > Hi Mike,
> > Like our gasoline you probably could buy it for the same price now,
> > except for all the SMOG requirements.
>
>
> Use propane instead. It's cheaper in California.
>
http://cars.rasoenterprises.com/Propane.htm
Propane Conversions

In North America, a common option for a dedicated or straight propane
option on older cars was the Impco CA425 mixer. A mixer becomes a
carburetor when it is fitted with throttle valves. For the larger
American cars that could benefit from propane operation, Impco
recommends this mixer for up to 450 CID engines. This mixer is rated
for 460 CFM @1.5" Hg but this may in practice be restrictive for big
block engines. It should be quite suitable for engines such as the
Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
Impco mixers controls the fuel mixture so that it becomes richer as air
flow increases. A different gas jet is available for larger engines
(over 370 CID), which is leaner at their higher air flows. Even the
fuel mixture may be leaner at higher flows, it really means that the
fuel mixture is closer to the ideal fuel mixture required to achieve
the best power and economy. Rich fuel mixtures in gaseous fuels,
unlike with gasoline, result in detonation and burned valves.

>From the information we have been able to find by searching the
internet, propane-carbureted race cars are very uncommon. Richard is
one racer we have been able to find. You may find more information on
his web site: http://www.alternatefuelsracing.com/. As a racer,
sponsorship is always welcome so don't be shy to put your name on his
car.

However, one great way to take advantage of the potential of propane is
through turbocharging. The turbocharger overcomes the loss in
volumetric efficiency and the higher octane rating of 104 allows higher
boost pressures. Ak Miller of California was the one most known in
doing a lot of development of turbocharged propane engines in the
sixties and seventies and Jay Storer features him prominently in the
turbocharger chapter of his book.

Nowadays, with modern vehicles being equipped with digital fuel and
ignition control and port fuel injection, sequential fuel injection of
propane overcomes the volumetric efficiency disadvantages of the
propane mixer. Digital fuel and ignition control is a feedback control
system. The engine's computer has a preprogrammed plan for controlling
the fuel mixture and spark advance as a function of various parameters
measured by sensors in the engine. The O2 or Oxygen sensor in the
exhaust, for example, tells the computer how much to correct the fuel
mixture to the target mixture. A far better means than the best guess
provided by the manufacturer in the design of the shape of the gas
valve or the size of the metering jets in the carburetor. Impco and
Dual Curve both offer feedback systems for controlling propane
fumigation carburetors.

 

Bret Ludwig wrote:
> L.W.(Bill) ------ III wrote:
> > Hi Mike,
> > Like our gasoline you probably could buy it for the same price now,
> > except for all the SMOG requirements.
>
>
> Use propane instead. It's cheaper in California.
>
http://cars.rasoenterprises.com/Propane.htm
Propane Conversions

In North America, a common option for a dedicated or straight propane
option on older cars was the Impco CA425 mixer. A mixer becomes a
carburetor when it is fitted with throttle valves. For the larger
American cars that could benefit from propane operation, Impco
recommends this mixer for up to 450 CID engines. This mixer is rated
for 460 CFM @1.5" Hg but this may in practice be restrictive for big
block engines. It should be quite suitable for engines such as the
Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
Impco mixers controls the fuel mixture so that it becomes richer as air
flow increases. A different gas jet is available for larger engines
(over 370 CID), which is leaner at their higher air flows. Even the
fuel mixture may be leaner at higher flows, it really means that the
fuel mixture is closer to the ideal fuel mixture required to achieve
the best power and economy. Rich fuel mixtures in gaseous fuels,
unlike with gasoline, result in detonation and burned valves.

>From the information we have been able to find by searching the
internet, propane-carbureted race cars are very uncommon. Richard is
one racer we have been able to find. You may find more information on
his web site: http://www.alternatefuelsracing.com/. As a racer,
sponsorship is always welcome so don't be shy to put your name on his
car.

However, one great way to take advantage of the potential of propane is
through turbocharging. The turbocharger overcomes the loss in
volumetric efficiency and the higher octane rating of 104 allows higher
boost pressures. Ak Miller of California was the one most known in
doing a lot of development of turbocharged propane engines in the
sixties and seventies and Jay Storer features him prominently in the
turbocharger chapter of his book.

Nowadays, with modern vehicles being equipped with digital fuel and
ignition control and port fuel injection, sequential fuel injection of
propane overcomes the volumetric efficiency disadvantages of the
propane mixer. Digital fuel and ignition control is a feedback control
system. The engine's computer has a preprogrammed plan for controlling
the fuel mixture and spark advance as a function of various parameters
measured by sensors in the engine. The O2 or Oxygen sensor in the
exhaust, for example, tells the computer how much to correct the fuel
mixture to the target mixture. A far better means than the best guess
provided by the manufacturer in the design of the shape of the gas
valve or the size of the metering jets in the carburetor. Impco and
Dual Curve both offer feedback systems for controlling propane
fumigation carburetors.

 

Bret Ludwig wrote:
> L.W.(Bill) ------ III wrote:
> > Hi Mike,
> > Like our gasoline you probably could buy it for the same price now,
> > except for all the SMOG requirements.
>
>
> Use propane instead. It's cheaper in California.
>
http://cars.rasoenterprises.com/Propane.htm
Propane Conversions

In North America, a common option for a dedicated or straight propane
option on older cars was the Impco CA425 mixer. A mixer becomes a
carburetor when it is fitted with throttle valves. For the larger
American cars that could benefit from propane operation, Impco
recommends this mixer for up to 450 CID engines. This mixer is rated
for 460 CFM @1.5" Hg but this may in practice be restrictive for big
block engines. It should be quite suitable for engines such as the
Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
Impco mixers controls the fuel mixture so that it becomes richer as air
flow increases. A different gas jet is available for larger engines
(over 370 CID), which is leaner at their higher air flows. Even the
fuel mixture may be leaner at higher flows, it really means that the
fuel mixture is closer to the ideal fuel mixture required to achieve
the best power and economy. Rich fuel mixtures in gaseous fuels,
unlike with gasoline, result in detonation and burned valves.

>From the information we have been able to find by searching the
internet, propane-carbureted race cars are very uncommon. Richard is
one racer we have been able to find. You may find more information on
his web site: http://www.alternatefuelsracing.com/. As a racer,
sponsorship is always welcome so don't be shy to put your name on his
car.

However, one great way to take advantage of the potential of propane is
through turbocharging. The turbocharger overcomes the loss in
volumetric efficiency and the higher octane rating of 104 allows higher
boost pressures. Ak Miller of California was the one most known in
doing a lot of development of turbocharged propane engines in the
sixties and seventies and Jay Storer features him prominently in the
turbocharger chapter of his book.

Nowadays, with modern vehicles being equipped with digital fuel and
ignition control and port fuel injection, sequential fuel injection of
propane overcomes the volumetric efficiency disadvantages of the
propane mixer. Digital fuel and ignition control is a feedback control
system. The engine's computer has a preprogrammed plan for controlling
the fuel mixture and spark advance as a function of various parameters
measured by sensors in the engine. The O2 or Oxygen sensor in the
exhaust, for example, tells the computer how much to correct the fuel
mixture to the target mixture. A far better means than the best guess
provided by the manufacturer in the design of the shape of the gas
valve or the size of the metering jets in the carburetor. Impco and
Dual Curve both offer feedback systems for controlling propane
fumigation carburetors.

 

So put your money where you mouth is! Convert your vehicle.
<ROTFLMAO>
God Bless America, Bill O|||||||O
mailto:-------------------- http://www.----------.com/

Bret Ludwig wrote:
>
> In North America, a common option for a dedicated or straight propane
> option on older cars was the Impco CA425 mixer. A mixer becomes a
> carburetor when it is fitted with throttle valves. For the larger
> American cars that could benefit from propane operation, Impco
> recommends this mixer for up to 450 CID engines. This mixer is rated
> for 460 CFM @1.5" Hg but this may in practice be restrictive for big
> block engines. It should be quite suitable for engines such as the
> Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
> Impco mixers controls the fuel mixture so that it becomes richer as air
> flow increases. A different gas jet is available for larger engines
> (over 370 CID), which is leaner at their higher air flows. Even the
> fuel mixture may be leaner at higher flows, it really means that the
> fuel mixture is closer to the ideal fuel mixture required to achieve
> the best power and economy. Rich fuel mixtures in gaseous fuels,
> unlike with gasoline, result in detonation and burned valves.
>
> >From the information we have been able to find by searching the
> internet, propane-carbureted race cars are very uncommon. Richard is
> one racer we have been able to find. You may find more information on
> his web site: http://www.alternatefuelsracing.com/. As a racer,
> sponsorship is always welcome so don't be shy to put your name on his
> car.
>
> However, one great way to take advantage of the potential of propane is
> through turbocharging. The turbocharger overcomes the loss in
> volumetric efficiency and the higher octane rating of 104 allows higher
> boost pressures. Ak Miller of California was the one most known in
> doing a lot of development of turbocharged propane engines in the
> sixties and seventies and Jay Storer features him prominently in the
> turbocharger chapter of his book.
>
> Nowadays, with modern vehicles being equipped with digital fuel and
> ignition control and port fuel injection, sequential fuel injection of
> propane overcomes the volumetric efficiency disadvantages of the
> propane mixer. Digital fuel and ignition control is a feedback control
> system. The engine's computer has a preprogrammed plan for controlling
> the fuel mixture and spark advance as a function of various parameters
> measured by sensors in the engine. The O2 or Oxygen sensor in the
> exhaust, for example, tells the computer how much to correct the fuel
> mixture to the target mixture. A far better means than the best guess
> provided by the manufacturer in the design of the shape of the gas
> valve or the size of the metering jets in the carburetor. Impco and
> Dual Curve both offer feedback systems for controlling propane
> fumigation carburetors.

 

So put your money where you mouth is! Convert your vehicle.
<ROTFLMAO>
God Bless America, Bill O|||||||O
mailto:-------------------- http://www.----------.com/

Bret Ludwig wrote:
>
> In North America, a common option for a dedicated or straight propane
> option on older cars was the Impco CA425 mixer. A mixer becomes a
> carburetor when it is fitted with throttle valves. For the larger
> American cars that could benefit from propane operation, Impco
> recommends this mixer for up to 450 CID engines. This mixer is rated
> for 460 CFM @1.5" Hg but this may in practice be restrictive for big
> block engines. It should be quite suitable for engines such as the
> Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
> Impco mixers controls the fuel mixture so that it becomes richer as air
> flow increases. A different gas jet is available for larger engines
> (over 370 CID), which is leaner at their higher air flows. Even the
> fuel mixture may be leaner at higher flows, it really means that the
> fuel mixture is closer to the ideal fuel mixture required to achieve
> the best power and economy. Rich fuel mixtures in gaseous fuels,
> unlike with gasoline, result in detonation and burned valves.
>
> >From the information we have been able to find by searching the
> internet, propane-carbureted race cars are very uncommon. Richard is
> one racer we have been able to find. You may find more information on
> his web site: http://www.alternatefuelsracing.com/. As a racer,
> sponsorship is always welcome so don't be shy to put your name on his
> car.
>
> However, one great way to take advantage of the potential of propane is
> through turbocharging. The turbocharger overcomes the loss in
> volumetric efficiency and the higher octane rating of 104 allows higher
> boost pressures. Ak Miller of California was the one most known in
> doing a lot of development of turbocharged propane engines in the
> sixties and seventies and Jay Storer features him prominently in the
> turbocharger chapter of his book.
>
> Nowadays, with modern vehicles being equipped with digital fuel and
> ignition control and port fuel injection, sequential fuel injection of
> propane overcomes the volumetric efficiency disadvantages of the
> propane mixer. Digital fuel and ignition control is a feedback control
> system. The engine's computer has a preprogrammed plan for controlling
> the fuel mixture and spark advance as a function of various parameters
> measured by sensors in the engine. The O2 or Oxygen sensor in the
> exhaust, for example, tells the computer how much to correct the fuel
> mixture to the target mixture. A far better means than the best guess
> provided by the manufacturer in the design of the shape of the gas
> valve or the size of the metering jets in the carburetor. Impco and
> Dual Curve both offer feedback systems for controlling propane
> fumigation carburetors.

 

So put your money where you mouth is! Convert your vehicle.
<ROTFLMAO>
God Bless America, Bill O|||||||O
mailto:-------------------- http://www.----------.com/

Bret Ludwig wrote:
>
> In North America, a common option for a dedicated or straight propane
> option on older cars was the Impco CA425 mixer. A mixer becomes a
> carburetor when it is fitted with throttle valves. For the larger
> American cars that could benefit from propane operation, Impco
> recommends this mixer for up to 450 CID engines. This mixer is rated
> for 460 CFM @1.5" Hg but this may in practice be restrictive for big
> block engines. It should be quite suitable for engines such as the
> Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
> Impco mixers controls the fuel mixture so that it becomes richer as air
> flow increases. A different gas jet is available for larger engines
> (over 370 CID), which is leaner at their higher air flows. Even the
> fuel mixture may be leaner at higher flows, it really means that the
> fuel mixture is closer to the ideal fuel mixture required to achieve
> the best power and economy. Rich fuel mixtures in gaseous fuels,
> unlike with gasoline, result in detonation and burned valves.
>
> >From the information we have been able to find by searching the
> internet, propane-carbureted race cars are very uncommon. Richard is
> one racer we have been able to find. You may find more information on
> his web site: http://www.alternatefuelsracing.com/. As a racer,
> sponsorship is always welcome so don't be shy to put your name on his
> car.
>
> However, one great way to take advantage of the potential of propane is
> through turbocharging. The turbocharger overcomes the loss in
> volumetric efficiency and the higher octane rating of 104 allows higher
> boost pressures. Ak Miller of California was the one most known in
> doing a lot of development of turbocharged propane engines in the
> sixties and seventies and Jay Storer features him prominently in the
> turbocharger chapter of his book.
>
> Nowadays, with modern vehicles being equipped with digital fuel and
> ignition control and port fuel injection, sequential fuel injection of
> propane overcomes the volumetric efficiency disadvantages of the
> propane mixer. Digital fuel and ignition control is a feedback control
> system. The engine's computer has a preprogrammed plan for controlling
> the fuel mixture and spark advance as a function of various parameters
> measured by sensors in the engine. The O2 or Oxygen sensor in the
> exhaust, for example, tells the computer how much to correct the fuel
> mixture to the target mixture. A far better means than the best guess
> provided by the manufacturer in the design of the shape of the gas
> valve or the size of the metering jets in the carburetor. Impco and
> Dual Curve both offer feedback systems for controlling propane
> fumigation carburetors.

 

So put your money where you mouth is! Convert your vehicle.
<ROTFLMAO>
God Bless America, Bill O|||||||O
mailto:-------------------- http://www.----------.com/

Bret Ludwig wrote:
>
> In North America, a common option for a dedicated or straight propane
> option on older cars was the Impco CA425 mixer. A mixer becomes a
> carburetor when it is fitted with throttle valves. For the larger
> American cars that could benefit from propane operation, Impco
> recommends this mixer for up to 450 CID engines. This mixer is rated
> for 460 CFM @1.5" Hg but this may in practice be restrictive for big
> block engines. It should be quite suitable for engines such as the
> Chevrolet 350 CID (5.7 liter) engine. The shape of the gas jet in
> Impco mixers controls the fuel mixture so that it becomes richer as air
> flow increases. A different gas jet is available for larger engines
> (over 370 CID), which is leaner at their higher air flows. Even the
> fuel mixture may be leaner at higher flows, it really means that the
> fuel mixture is closer to the ideal fuel mixture required to achieve
> the best power and economy. Rich fuel mixtures in gaseous fuels,
> unlike with gasoline, result in detonation and burned valves.
>
> >From the information we have been able to find by searching the
> internet, propane-carbureted race cars are very uncommon. Richard is
> one racer we have been able to find. You may find more information on
> his web site: http://www.alternatefuelsracing.com/. As a racer,
> sponsorship is always welcome so don't be shy to put your name on his
> car.
>
> However, one great way to take advantage of the potential of propane is
> through turbocharging. The turbocharger overcomes the loss in
> volumetric efficiency and the higher octane rating of 104 allows higher
> boost pressures. Ak Miller of California was the one most known in
> doing a lot of development of turbocharged propane engines in the
> sixties and seventies and Jay Storer features him prominently in the
> turbocharger chapter of his book.
>
> Nowadays, with modern vehicles being equipped with digital fuel and
> ignition control and port fuel injection, sequential fuel injection of
> propane overcomes the volumetric efficiency disadvantages of the
> propane mixer. Digital fuel and ignition control is a feedback control
> system. The engine's computer has a preprogrammed plan for controlling
> the fuel mixture and spark advance as a function of various parameters
> measured by sensors in the engine. The O2 or Oxygen sensor in the
> exhaust, for example, tells the computer how much to correct the fuel
> mixture to the target mixture. A far better means than the best guess
> provided by the manufacturer in the design of the shape of the gas
> valve or the size of the metering jets in the carburetor. Impco and
> Dual Curve both offer feedback systems for controlling propane
> fumigation carburetors.