×
INTELLIGENT WORK FORUMS
FOR ENGINEERING PROFESSIONALS

Log In

Come Join Us!

Are you an
Engineering professional?
Join Eng-Tips Forums!
  • Talk With Other Members
  • Be Notified Of Responses
    To Your Posts
  • Keyword Search
  • One-Click Access To Your
    Favorite Forums
  • Automated Signatures
    On Your Posts
  • Best Of All, It's Free!
  • Students Click Here

*Eng-Tips's functionality depends on members receiving e-mail. By joining you are opting in to receive e-mail.

Posting Guidelines

Promoting, selling, recruiting, coursework and thesis posting is forbidden.

Students Click Here

Jobs

liquid propane injection
2

liquid propane injection

liquid propane injection

(OP)
Hi, I've been thinking about liquid propane injection lately using nitrous solenoids as shown here:
http://www.diy-nitrous.fsnet.co.uk/nitrous-solenoid.htm

The setup I'm contemplating is a turbo motor and I would like to add liquid propane for its high octane and how it would lower the intake temperature as it phase changes.  I may try to go pure propane eventually, but for now I want to use propane assist so to speak. I'm running megasquirtnspark extra so it would be easy to trigger the solenoids only when needed, and lean the gasoline maps to compensate so it doesn't get overly rich when the propane kicks in.

in order to ensure I will be getting liquid and not vapor when the solenoid fires I was thinking of setting up a fuel pump with return to circulate the propane and purge the vapors.  The question is what kind of pump do I need?
http://www.caranddriver.com/article.asp?section_id=26&article_id=2279&page_number=1
That article says a corvette fuel pump, so does that mean I can use gasoline stuff?

RE: liquid propane injection

This forum has discussed liquid propane injection many times.  

Here is a very brief outline on LPPFI.
Fuel injectors must pulse width modulate to properly meter the fuel.  Nitrous injectors have too much internal mass to modulate in the order of millisecond response time.

LPG vapor pressure is high, on the order of 8.5 BAR at 70 Deg F, and 17 BAR at 125 F.  To keep LPG in liquid form at these temperatures on an engine, you must keep at least 3.5 BAR above vapor saturation pressure, or you will have a mixture of liquid and vapor propane.  Now, add in underhood temperatures of around 225 F, and you can reach propane vapor pressures in excess of 400 psig (27 BAR).  This is out of range for even the most advanced over the counter fuel injector.  I have personally witnessed a production gasoline fuel injector blow apart at 150 psig.  Not a pretty sight.

If you just want to use propane as an octane enhancer, remember that the liquid expands 270 times from vapor.  Even the tiniest amount will quickly exceed the air fuel handling capabilities of many engines.

The article you refer to is a long ago project that never made it into production.  The pumps discussed were indeed GM production fuel pumps, mounted inside the fuel tank (custom tanks) and plumbed in parallel.

Lastly, this type of project is NOT for the novice high pressure hobbiest (actually, nor is this forum).  There are just a handful of companies in the world that even have the capabilities and expertise of this technology.  Even mighty Ford tried it for one project run on a large Ford Excursion but pulled it almost as quickly.

Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

That was an educational engineering competition program similar to the SAE competition programs, in 1996 and 97.  Nothing on the production side came out of it.  I was deeply involved with the competition as an organizer and technical and safety officer.  The some of the companies mentioned in the credits are no longer in business.

Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

(OP)
http://www.fas.ch/eCatFASBin/eCatFAS.dll/DisplayENTCATALOGUE?ID_ENT_CAT=830&ID_ENT_CAT_PUIS_BOB=788
Theres one of the solenoids I was thinking of trying this with.

responce time is 15ms, yes the typical fuel injector is what around 1.2ms, but that just means is won't be as accurate if my thinking is correct, and therefore wont be used as the primary fuel. As long as its consistant I think it would be useable.

Also as you can see the pressure range is up to 100 bar, so I don't think that would be a problem.  

the Orifice size is 0.50 mm  I'm not entirely what that means with propane, but from looking at this chart:
http://www.diy-nitrous.fsnet.co.uk/Jet_Sizes_2.25.pdf
With a .5 orfice at 3 bar with gasoline he's saying 40hp, but taking into account the higher pressures of propane, i'm just guessing between 60-100hp, but don't really know.

I think i'll just purge at first so I don't have to setup the pump and such untill I've proven it would work like I'm hoping.

Whatever the case, I think it will be a fun project asuming I don't blow something up...

RE: liquid propane injection

2
Here is a link to a cng injector and an lp liquid injector that is available to oem's.  http://www.siemensvdo.com/products_solutions/powertrain/gasoline-systems/alternative-fuels/alternative-fuels.htm
Add 4bar boost over tank and thermally isolate the fuel from engine heat as best you can.  If you happen to solve all the system design issues then you will stil hit the wall with deposits forming inthe fuel system.

Good luck, Turbo

RE: liquid propane injection

Hello Turbo!  Long time no hear!  Glad to hear things at Siemens are still kicking around.

Franz in Texas

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

Franz, they are kicking alt fuels to the EU since the alt fuels vehicle sales here in the US are so weak.

RE: liquid propane injection

There are currently few European manufacturers of 'liquid LPG' injection systems – required mainly for large engine Petrol application, I'm new to these forums - and I’ve got to ask - why not just use a standard LPG conversion kit?
I have been converting both petrol and diesel vehicles for some 4 years now and cannot believe the lengths some people will go to convert vehicles – if you need more basic info check my site www.meagan-ve.co.uk if you need access to complete vapour or liquid injection systems let me know.
Most skilled technicians would be able to fit the equipment with some guidance/instruction.

RE: liquid propane injection

dieselgas:
Consumers want less expensive fuel, BUT, are not willing to adopt any newer refueling infrastructures.  The US has a nice distribution of LPG refueling outlets, but they are predominantly oprated by privately own companies with strict operating hours.  CleanFuel USA is opening a number of self serve outlets with very user friendly dispensers, but still, the consumer balks.
The US vehicle base is currently not very conversion friendly, and the new EPA OBD-II requirement is making it all that more difficult.  Note I state the NEW OBD-II, not the one instituted in 1996.
Ford had the last production vehicle with LPG and it was a disaster.  GM has not had a production LPG vehicle is a couple of years, and Chrysler has not had a LPG vehicle in at least 5 years.  A number of private companies have tried to partner with the OEM's with little success.
Our industry wonders too, why in Australia, Asia, South America, and parts of Europe, there are wonderful and very successful alt fuel systems in partnership with the OEM's, even to the point of cooperative warranties.
Currently, and for the future, the EPA only authorizes vehicle conversion systems which have been emission tested and approved by the EPA.  One drawback, besides the OBD-II issue, is the EPA does not address warranties or the durability of components.  The EPA does require no emission degradation for 80,000 miles, and by default, that requires a componenet warranty, but I have not seen any systems go that long without requiring component overhaul or replacement.  Blame it on the fuel, or the technology, its a fact we have to deal with.
Personally, I would love to see the concentration of alt fuel vehicles here in the US like other parts of the world.  That now leads to geo-political and socio-economic discussions, and we WILL NOT go there!
Regards
Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

dieselgas, "standard LPG conversion" is an outdated term. EPA and CARB have done a good job of keeping high pollution alt fuels vehicles off the road and allowing the few available validated systems to make it to market.

Aside from poor fuel detergency issues, yesterdays LPG conversion systems do not demonstrate low emissions due to poor fuel management optimization and poor demonstrated durability relative to modern fuel injected engines.  Most and I mean 99% of the later model converted engines I have tested or witnessed pollute nausiatingly worse than the same engines that were running on petrol.  A few years back there was interest in port injected liquid metering due to the low cost potential of meeting emissions and the commonality to gasoline systems.  A client demonstrated a fuel injection system that my firm fabricated that metered gasoline or LP liquid through the same rails and bottom feed injectors and the system allowed an oem to deliver an LPG ready vehicle that could have the gasoline tank removed and a dedicated LP tank installed which connected to the same fuel lines and electrical connections.  A new calibration could be flashed in a few minutes..  Commonality of components and storage tank hookups simplified hence cut costs for dealer retrofit.  The underhood cost to the vehicle buyer was barely $100 above a dedicated gasoline vehicle.  I still drive one of the test mules to this day.  A typical technician could perform the retrofit from gasoline to LP in about 45 minutes.  Including parts and labor bout $600 per vehicle US.  It aint gonna happen here across the pond unless the LP industry execs at the top decide they want to implement availability of motor grade fuel to the automotive market.

RE: liquid propane injection

“Turbocohen” – I assumed that “standard LPG conversion" would be using modern equipment!?  I can understand that some U.S. kits are unacceptable and are now outdated but European Petrol LPG conversion ‘kits’ do comply with ‘our’ Euro4 emissions and are fitted by several OEM’s, also many of our ‘diesel-blend’ systems are currently/have been evaluated and are showing signs of a acceptable reduction of ‘harmful’ emissions – do you know of anyone installing a European style Petrol/LPG injection kit’s within the U.S.?
As a company we have converted many U.S. and Jap imports and have all been passed off through our ‘regulatory’ body.
Refuelling issues have now become acceptable here in UK and across Europe – I concur that the refuelling infrastructure is always the largest hurdle - but as Franz stated that leads to geo-political and socio-economic discussions, and (I’ve got to ‘cut and paste it’ never mind spell it) we WILL NOT go there!

Just out of interest where can I find emissions standards from the U.S. to compare with Euro Standards?

Regards

RE: liquid propane injection

Take a look at the European Working Group studies, plus the term Euro 4 in Google and be prepared for some time spent.  The EPA has the same info.  Be prepared for some terminology translations.  As a whole, the Euro, Japanese, and US Tier 2 are pretty close, but are testing using different methods and protocols.  The US still uses the FTP 75 and a modified US-O6, while the Europeans use a modified Euro Drive cycle.
While I'm at it, I want to mention that "turbocohen" brings a unique perspective to this forum, he's one of those "been there, done that" folks, more times than we care to mention.  Our paths have crossed many times.  His words add credibility to this issue.

Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

Dieselgas, The last oem evaluation I was involved with systems took place in California a couple of years ago.  The vehicles and systems were from automakers out of Holland, Japan, Korea, Australia, Canada and the US.. I will not mention the brand names.  All of the systems meet the smog requirements in the country where they are sold.

The systems were tested as part of an oem show and tell of sorts but a couple of aftermarket retrofit systems were also present.  After operating all of the vehicles using a known blend of problematic LP for a predetermined time through several urban cycles with complete cool down for two full tanks of fuel all vehicles were smogged.  None of the aftermarket injection systems passed tier2 and only one of the Canadian oem systems made it to LEV in spite of the goop coursing through the fuel system.  

Forget refueling infrastructure issues.  The big problem is that the vast majority of LP is not additized for use as motor fuel.  As systems are evaluated then the truth eventually comes home to roost and the oem's have to decide if it makes economic sense to take on the financial risks involved with maintaining compliance with emissions laws that are toughest in California and epa.  It appears that the EU has not taken smog compliance through the life cycle the way the US does.  Correct me if I am wrong but a lot of the "approved" systems from across the pond as tested here did not test well after exposure to contaminated fuel aka high sulphur and propylene, etc.

As for diesel fumigation, I am not impressed with the results when compared with modern clean diesels fueled with low sulphur fuel.  In fact, the latest clean diesels when fueled with low sulphur high cetane fuels with basic keep clean additives often beat dedicated CNG angines in fleet use.  What data can you offer that shows what your diesel blend systems are capable of?

Respectfully, T

RE: liquid propane injection

From reports I receive from overseas, across the pond to the west and the east, the US appears to have a more aggressive sludge problem.  We analyzed fuel injected options for the 2007 advanced forklift study and all of the FI participants withdrew their systems from the technology study because they were concerned that if their system was chosen for the program, it would not survive the testing due to sludge buildup.

The sludge appears to be plasticizers from hoses (problem solved when type 3 hose is used across the board) and pump lubricants (not miscible with liquid propane, tends to settle when heated and the lighter gases vaporize).  Not sure what Europe, Asia, and Oz uses, but the reports I get from there does not support the same conclusion.  The US motorfuel market is only about 17% of the total LPG consumption where it would be hard to justify a fuel quality tighten up.

There are only a handful of additive suppliers in the US, and when researching the products, it appears to come from only two or three producers.  One issue is where to administer the additive, at the bulk tank, where everything is additized no matter where it goes, or during motorfuel refueling via a proprietary connection.  Putting it in manually works but will not fly with the general motorfuel public.

We have several Ozzies on this panel, maybe they can share some insight on their experiences with LPG 'over there.

As for the diesel fumigation issue, this is one of the modern snake oil / witches brew topics.  Almost all of the websites hawking the use of propane with diesel advertise increased power due to the "propane making the diesel burn more fully" or "acting as a catalyst to insure the full burning of diesel"!  HAH!  All that is happening is more fuel is being put in an engine that already has excess air.  Call it BTU plus BTU plus air equals heat.  

To my knowledge, there has not been one diesel fumigation system with propane that has been EPA approved for reduced emissions, although it appears that several have been tested.

Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

On the fumigation topic, the excess heat generated by using the excess air that is needed to keep pyro temps under control leads to premature engine failures and high nox.  The operating cost efficiency is not there.

At the risk of violating the board rules regarding promotion I will mention that an additive that was reformulated specifically to accomodate LPG FI (vapor or liquid) was blended by Bell additives has been lab and field tested.  No harm to materials was noted and the materials are chemically compatible.  The work was done in conjunction with GFI who imo is best of breed as far as aftermarket systems know how.  All of their fuel system materials exposed to fuel were exposed to dilute and saturated additive and none of the materials from current or past generation systems showed signs of incompatibility.
 Franz, I think they are offering the stuff only to large scale customers but if you want a sample call 269-966-9182 and ask for JW.  Tell him I sent you.  My liquid injected truck depends on that stuff, no leaking injectors after 150,000 miles.  The fuel rail and injectors were old when I put them in the truck, they were field returns that had about 300,000 KM from an old chrysler lp van out of Canada.

And it squeaked past LEV a year ago..  not bad for an obsolete ten year old test mule eh.

RE: liquid propane injection

I am aware of this and similar products.  They are being tested as we speak.
This borders on the edge of promotion, and risks being red-flagged.
Are you still with cox.net and I will write you directly?

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

In Oz we have a factory fitted SF LPG system available, which is obviously calibrated correctly and passes emissions. We sell a reasonable volume of them, and although I am out of touch with the engine side of things, don't appear to have too many warranty/service problems. That uses a water heated gasifier. (Apologies for the grammar of that website, I will have a word).

http://www.ford.com.au/landing/egas/

We used to sell a factory fitted  Dual Fuel system, basically a normal gasoline EFI intake with a barbecue plate LPG vaporiser thingy. It was too uncool, transitions between the two fuels were occasionally a bit rough, but I knew a couple of drivers who really liked it.

GM have just reintroduced a factory fit dual fuel conversion http://www.americancarfans.com/news.cfm/newsid/2050912.001
which uses a very similar setup, ie gas injected direct into the manifold close to the intake valves.


Cheers

Greg Locock

Please see FAQ731-376 for tips on how to make the best use of Eng-Tips.

RE: liquid propane injection

It is great to see oem support in your country and I hope it is successful.  

The oem experiences here in North America indicated that there is a lot less trouble with LPG sold to markets supported by natural gas processors and a lot more trouble with deposits when fuel from refiners is available.  Hopefully the industry leaders down under are more organized and responsive to supporting quality isses that affect motor fuel. That has been the underlying cause of reliability problems here in the US.

Lots of luck Greg, T

RE: liquid propane injection

The willingness of the market to accept maintenance problems might be roughly proportional the cost difference in the fuels.

Currently LPG is selling here for about A$0.42 per litre while petrol is about A$1.25, or about US$1.12 and US$3.33 per US gallon. At 800 gallons a year thats about US$1600.00 savings. That justifies the occasional service.

Regards

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

Where I live (Central Texas) LPG costs $1.84 per gallon then we pay an additional road use tax based on annual mileage and vehicle weight.  Unleaded regular costs $2.84 and its climbing again, with all taxes calcualted at the pump.
I created a spreadsheet based on these factors plus the thermal differences between the two fuels and at these prices, there is no financial payback.  Its hard to justify the investment.  We need a real cost benefit to make it justifiable, more than a dollar a gallon.
Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

I filled my home station up for 1.51 a gallon before storm season.  With gasoline at $2.69 its an ok deal.

RE: liquid propane injection

Walbro make a liquid LP pump. It is currently being used in the Schwan's Bi-phase liquid injection system.

RE: liquid propane injection

Actually Walbro makes a gasoline pump and calls it an LP pump.  I have an old chrysler canada Dakota mule with liquid fi and a dual pump module with walbro pumps.  It does not compress vapor and it lacks cranking voltage flow rate and pressure required for vapor purging a liquid system during hot restart.  The best pump out there was produced by Vialle.  It was able to crank out enough pressure boost and adequate flow at 7 volts.  The walbro supplied systems must be allowed to flow before crankup to allow vapor purge and that can take up to 25 seconds on early systems and at least 5 sec on a prototype rail was the best 20 minute hot restart I could reliably demonstrate.  Try hot restarting after 10-20 minutes on a less than 80% battery that otherwise will start a gasoline vehicle and the problems get worse.   The walbro also puts way too much heat into the fuel.  Ideally an liquid system needs enough flow to prevent fuel vaporization and it takes either more pressure or flow.  More pressure and as little flow as possible were my targets and underhood fuel components that absorb as little fuel as possible while optimizing hot restart vapor purge are the key.  Heat transfer from underhood and body are hot issues npi.  Been there done that filed the patents built the demonstrator systems tested in the desert and could not honestly overcome fuel injector leakage due caused by internal boil back generated deposits.  Since then I have tested everyone elses systems and performed teardowns that all revealed a common problem.  Hot fuel handling issues, deposits and low voltage sensitivity/failure.  I have replaced my pumps twice.  The original gerotor walbro pump did not have an overmolded armature and it needed one badly!  

In short the Walbro pump may be ok for a back yard conversions but not an all weather oem system that can pass all of the durability validation requirements (hot cold low volts, overvolts, fuel tank empty, etc) that gasoline systems easily pass.

The Schwans system is elegant but that does not change the chemical composition or properties of propane or butane.  The top feed injectors are much easier to package than the bottom feed injector my customers used but hot restart is aggravated with top feed since vapor bubbles rise..  Bottom feed self purges with less pressure required.

I wrote a guide book for liquid injectors use that was distributed to clients.  The only advice worth repeating was to gain know how about refrigeration systems.  Simply understanding the fundamentals of how an air conditioner works will help the hobbyist or professional engineer new to lp fuel management to understand the behavior of the fuel.  My prototype fuel systems have sight glasses that are the same as the ones used with a/c systems.  There are also electronic sight glasses that can be a little useful for giagnostics.  The first time I sight glassed a system with the walbro pumps the problems with vapor were obvious.

Lots o luck, T

RE: liquid propane injection

Great post turbochen.

Regards

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

Here's a potentially useless link:
http://webbook.nist.gov/chemistry/fluid/

Put thermocouples throughout any lp system, especially at the injector tip.  Plug the temps into the table on the link.  

Does anyone know of a link with good dispersant data?

RE: liquid propane injection

Interesting thread gentlemen. I see that Visteon have a brushless pump that supplies good volume at 450kPa, which might get me over the line (if my current Denso unit fails). I'm not sure about the effect of low voltage though, or whether Visteon use an overmoulded armature. Turbo I'm somewhat vexed to read your comment about hitting the wall due to deposits in the fuel system. Hopefully my latest design won't suffer the same fate here in Oz now that LPG is $0.45/litre vs petrol at $1.30/litre! One tip for the hot soak restart issue is to start the pump the instant the interior light comes on.
Cheers, Nick.

RE: liquid propane injection

Starting the pump when the door opens is the method used by most of the liquid injection technologies.  One problem faced is hot soak, where the vehicle is used in slow speed transit application (the most probably end usage), where the engine is operating at its hottest, where the undercarriage heat is the highest, and the road temperature is the greatest.  This is where the fuel tank tends to absorb the most heat and the propane pressure is the highest.  Again, I have seen tank pressures at the 312 psig pressure relief point numerous times.
Franz

eng-tips, by professional engineers for professional engineers
Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.

RE: liquid propane injection

On bi-fuel vehicles why not starting always on gasoline and changing to LPG when all conditions are O.K. If tank temperature is very high why not stop the LPG pump and change to gasoline?   

RE: liquid propane injection

bi-fuel systems are considered a crutch that leaves the consumer with two fuel systems to maintain, furthermore the complexities of mounting two sets of injectors (or trying to have one set deal with both fuels), having two fuel tanks etc, is way too difficult/expensive. Turbo's comments about A/C systems suggest an answer I think. Cooling the unused fuel in the return line (the condenser in an A/C system) and mounting a pressure regulator inside the tank (like a TX valve) should provide much needed cooling. Has anyone tried this technique?
Cheers
Nick de Vries

RE: liquid propane injection

NickDV, I have tested several Visteon pumps including the ST-150,170 and others.  It is a superb gasoline pump and a much better LPi pump than the walbro.  I set up a system with two ST-170's and a pwm control to allow cranking voltage to the pump and reduced output after vapor purge.  Do not use lower than 8 volts.  The problems with vapor generation still persisted though and to be DOT legal the door switch trigger is a show stopper.  I NEVER set up a system with a door switch activated fuel pump.  The risk to service personel or rescue crews after an accident is too great.  OEM's typically reach in the window and crank when evaluating aftermarket stuff so the lame door switch trick is defeated.

As for the A/C, the fuel hadling issues are easier to visualize with some A/C knowlege.

Franz, I have blown several PRD's at 450+psi tank pressure at the Arizona proving grounds.  One way we accomodated the heat was to meter a little vapor to the pcv inlet from the top of the tank and that dropped temperatures moderately.

Nice posts guys, yall are thinking

RE: liquid propane injection

Thanks Turbo,
You're right about the service personel of course and I hadn't got around to thinking through the logic sequence to keep them safe at all times. OK. An extra button on the remote entry might be an idea worth trying instead. Now that modern diesels are starting without the customary "10 second wait till the red light goes out" routine, the consumer tolerance for waiting 10 to 20 seconds for vapour purge is just not there (ie no market comparison). I have experimented with fuel rail heat saturation to 100C (& brass injector holders!) with an A/C sight glass at the return line entry point back at the tank. At 4 litres/min I got down to 9 seconds before the vapour purged/reliquified. I'm expecting my plastic injector holders to perform much better at the 10 minute heat soak peak. If I can get the vapour purge down to <3 seconds I'll be over the moon. At the current fuel prices, an injector clean/service and additive dosage regimen is certainly worthwhile in the name of injector longevity. Hopefully the propylenes wont polymerize too badly in the guts of the injectors.
Nick de Vries

RE: liquid propane injection

Nick, propylene and sulphur are equally bad except that even the best additives do not safely remove sulphur once it has formed.  Injector clean up is a misnomer since the real bad stuff that deposits at the injector orifice and seat/needle cause what appear to be semi permanent failures if they are not removed before they become a form of polymerized plastic that is relatively impervious to what is nicknamed condensate fuel wash.  When the system refills with fuel a small amount of the deposit is not dissolved and heat/coll/repeat cures it in place along with availability of oxygen from the intake manifold side of town.

The LPi hardware I had luck with was made from solid white glass fiber filled nylon with thermally reflective "stuff" vapor deposited inside and out to reduce heat transfer but the vapor purge was assisted by gravity.  The fuel inlet on the bottom of the pod passed fuel through the injector and out the top cam bubbles (as witnessed with a/c sight glasses in the fuel lines.  

Red Flag This Post

Please let us know here why this post is inappropriate. Reasons such as off-topic, duplicates, flames, illegal, vulgar, or students posting their homework.

Red Flag Submitted

Thank you for helping keep Eng-Tips Forums free from inappropriate posts.
The Eng-Tips staff will check this out and take appropriate action.

Reply To This Thread

Posting in the Eng-Tips forums is a member-only feature.

Click Here to join Eng-Tips and talk with other members!


Resources