Thanks Marc. Hmmm, now we're back down to what I can make a gasoline engine run at on the street, at 10.5:1. I know a lot depends on vehicle weight and load, and tuning. Full size pickup doing tow duty might be a little heavy for what I'm doing, but the info gives me a real-world paremeter.
Just take those specs from any 351W intake, stock or aftermarket. Or certainly off of an engine with the heads bolted down.
Do you not have these parts now? If you are designing an intake for this engine you need to start with an engine, or at least an original part that you are trying to...
"The early fords just didn't convert directly from solid to hydraulic in a drop in fashion you really need to tweak the engines oil flow"
GunMuse - I'd have to dissagree with that. All Windsor-based SBF's have the same oil track in the block, solid or hydraulic lifters. On this particular 221...
Hmmmm..... I overlooked that. I knew it too........... :)
OK, Turbocohens injectors. These replace the gasoline injectors in a FI LPG conversion? Are these readily available? Will they run with the signal supplied by a typical modern FI control circuit?
Yes, barring some gross vacuum leak this is definitely an issue with the valve train. Upgrading to hydraulic lifters in itself will not cause this situation and is a good choice. I'd keep the hydraulics but there are several other things going on here that could be causing this type of problem...
Also to add; if the A/F ratio needs to be 15.3 (thanks JBlack) then that compensation could be done electronically at the O2 sensor. The computer would never even know........... :)
Thanks all for the continuing great info! To run this thread just a little bit farther and elaborate on some info provided:
My original thought was to use propane in the gaseous state using a standard-type mixer replacing a carburetor. I'm intrigued though with the thought of LPG injection...
I would say it would depend more on the type of fuel pump system that is associated with your carburetor and the control system. If you have a mechanical fuel pump (as in an older carbureted vehicle) then your (gasoline) fuel pump would be operating at all times anyway; It would depend on the...
"automotivebreath" - If I'm interpreting your chart correctly then the higher ignition temp of LPG (because of the octane I'm assuming) is the reason that the pre-ignition point is higher and is functionally the reason a higher static compression ratio can be used to get the best efficiency from...
"The tradeoff is that tight quench areas can bring in pockets of unburned or not fully burned Hydrocarbons. Vapor fuels have an inherent advantage in that they more easily mix with air and develop fewer pockets of unburned HC's."
- This is what I'm referring to. A tight quench will mix still...
I'm thinking that noise reduction would be a big factor when the OEM designed the stock airbox and likely a main reason for the long snorkel entry.
Also, as you say, it could smooth out the pressure pulses through the carb and keep a more steady flow for better low speed metering. (less...
Any engine will make the most horsepower by allowing it to intake the most volume of air, given that the proper fuel/air ratio is maintained for proper combustion by rejetting the carb or remapping the fuel injection.
Unless the air box and snorkel are designed to provide a ram effect at...
Hi all, new here - great site!
I'm investigating propane conversions for performance engines and understand that because of the higher octane with propane a higher mechanical compression ratio is desired for optimum performance.
Does anybody have this information handy or experience with...
