Has anyone seen,heard or had a lpg fairlady???

 

Just a thought,,,lol

Has anyone seen,heard or had a lpg fairlady???

 

Just a thought,,,lol

 

i thought about it. would be nice considering LPG here is something stupid like 54p per litre

there was a Z non turbo with LPG conversion for sale on the German ebay last week....but I also saw a documentary about LPG conversions over here and how firms that install them suddenly "disapear" when there are problems with the install. would be nice to only pay 54p a litre for fuel, but then again we knew the nature of the car when we bought it...sports cars aren´t really economy cars :)

there was one guy but he had to shot for doing such a thing:slap::nono::rofl:

There are a few other threads about it if you do a search

Didnt IanL do alot of research on this...........

not worth it. at my place of work we do the conv and its to a very high standard but i have to admit that a lot of engines cant take it and most of them end up coming back due to 1 of several reasons. mainly burnt out valve seats or valves. the way i see it waht you will save in 3 years of fuel you will spend on engine repairs. so not worth it. just my opinion though.

 

You dont think maybe the fact it prolly wasnt done right in the first place may have had some bearing on that :rolleyes:

my z when finished will be running lpg and will hopefully be a reasonable high horsepower as well, looking for about the 500/550 mark at the flywheel.80L lpg tank and pipework are already fitted with the front end kit waiting to be fitted once i fit rebuilt engine.

I've been looking at doing this for a while.

 

These guys state (i've emailed them) that the kit that they do for the 350 will work with the 300.

http://www.lpg-kits.com/

 

Particularly, this one:

http://www.lpg-kits.com/vogas6.htm

 

To drive it, I've had discussions with some folks who run Megasquirt ECU's because what this kit provides is the ability to also mix the fuels - petrol and LPG.

 

I've got a friend, who we are still discussing about purchasing an old engine to play with, and the kit and its accessories - and the space to do it etc...

 

Its something that I very much want to do.

Should also say, that supposedly the LPG conversion works fine with turbos.

 

the octane rating is around 110 (Ethanol is around 129)

 

you can't take an LPG car through the channel tunnel.

 

LPG is popular in Australia, there are a number of zeds with the conversion (quick search from the aus300zx site)

 

 

 

 

 

from http://www.gasresearch.com.au/epg.html

 

 

The following is a brief and nonspecific guide to engine building for the use of LPG/NGV as a primary fuel. Most of the following is aimed at V8 engines but the theories relate to 4 & 6 cylinder engines as well.

 

Compression ratios

Excessively high compression ratios only lead to detonation problems and optimum ignition timings will never be realised. Compression ratios are directly related to cam choice. I.E. the "bigger" the cam the higher the compression. Concave pistons work well in an engine which is designed to work in combination with a particular cylinder head combustion chamber shape. Compression ratios are also directly related to boost pressure(turbocharged and supercharged engines)and cam choice.

 

Camshaft

Extended exhaust duration (split timed / dual pattern) camshafts are recommended for LPG (square timed work well in some performance 4 & 6 cylinders) .

 

Heads

Seat inserts and bronze guides are always an advantage (whether using petrol or gas) as are large valves and porting for high rev applications. Well designed extractors assist exhaust scavenging.

 

Inlet manifolds

We recommend the use of single plane (open plenum) V8 manifolds as LPG vapour takes up to 30% more area in the manifold than petrol which is still in a liquid state. For high revving V8's the GasResearch Tornado manifold is advised. Some V8's use after market dual plane manifolds, with reasonable results, by lowering and knife edging the centre divider. Two or four barrel manifolds should be used in 4 or 6 cylinder applications. Fuel injection manifolds generally work extremely well with gaseous fuels. They have been designed to flow large volumes of air which provides good cylinder filling with gas.

 

EGR systems

These can be used provided they are in good condition. Exhaust crossovers in the inlet manifold should be blocked when possible. Cool air induction is an advantage on LPG for maximising cylinder filling and therefore power.

 

Ignition

Electronic ignitions are a big advantage when running on LPG. We also recommend the use of low resistance wire wound leads (as supplied by ICE Ignitions). The vacuum advance mechanism, unless modified, should be deleted. As an example a good mechanical ignition curve that was 10° at idle to 30° at 3000 RPM for petrol would be from 14° at idle to 28° all in by 2800 RPM. (depending on the cam profile) Individual curves should be plotted whilst dyno testing.

 

Running in

Not a problem on gas. Use running in oil for the twenty minutes required to run in your cam. Change this oil whilst hot to regular oil and load the engine on a dynamometer whilst tuning the gas system to perfection. If you do not tune and load your engine in its infancy the bores and rings will glaze.

 

LPG cylinders

Four valve LPG cylinders flow well for high performance engines. Some multi valve tanks may not supply sufficient LPG to make reasonable horsepower. We highly recommend the use of APA Industries LPG cylinders.

 

Service lines

Large flow (5/16 - 3/8) service lines and high flow filter lock-offs are essential as supply must meet demand. Twin tank, twin line set-ups for the likes of twin turbo V8's are recommended.

 

Converter/regulator

Are of a simple or complex type and must be matched to suit your metering system and horsepower requirements. GasResearch fuel metering systems use simple converters and air/fuel ratios are controlled and adjusted via jets and metering rods in the carburettor.Simple and effective.

my z when finished will be running lpg and will hopefully be a reasonable high horsepower as well, looking for about the 500/550 mark at the flywheel.80L lpg tank and pipework are already fitted with the front end kit waiting to be fitted once i fit rebuilt engine.

 

sounds good mate,,,now that will be sumat to see...

its the vogas system ive got, went for it because of the ability to use both fuel systems at the same time giving a theoretical 800bhp from the two systems ,plus you havethe bonus of economy for normal driving.

I have run cars on LPG for the last 10yrs, never had an engine problem, best thing to do is sometimes run it on petrol a bit to lubricate the valves. A lot of problems are due to the usual... abuse and neglect !

its the vogas system ive got, went for it because of the ability to use both fuel systems at the same time giving a theoretical 800bhp from the two systems ,plus you havethe bonus of economy for normal driving.

 

How are you doing the tanks? replacing the sparewheel, or putting two tanks one on either side to keep it symmetrical?

 

I've been quoted £1500 for a full install, with certification - but these fellas (who normally do range rovers) didn't really want to use the vogas system.

How are you doing the tanks? replacing the sparewheel, or putting two tanks one on either side to keep it symmetrical?

 

I've been quoted £1500 for a full install, with certification - but these fellas (who normally do range rovers) didn't really want to use the vogas system.

 

I removed original fuel tank and have fitted lpg tank and a smaller petrol tank in its place.people that you got quote from probably want to use kit that they are used to instaling and that will probably run on either gas or petrol but wont mix the two together. plus the vogas system is quite a bit dearer than normal lpg kits and takes abit more setting up due to the split fuel mode.

If you type LPG in the Search field, then you will find a few threads on the subject. :thumbup:

I removed original fuel tank and have fitted lpg tank and a smaller petrol tank in its place.people that you got quote from probably want to use kit that they are used to instaling and that will probably run on either gas or petrol but wont mix the two together. plus the vogas system is quite a bit dearer than normal lpg kits and takes abit more setting up due to the split fuel mode.

 

digging up an old thread.... I asked, and it is discrete components which do provide dual fuel not just petrol or diesel - and not kits. Thats a side issue...

 

but he said one of the main problems is that with high revving cars, they lean out quickly. not impossible, but mapping the cars can prove difficult. ie, how to create maps which use all petrol or all LPG, or somewhere in between. He mentioned about having multiple maps such that you can be very economic or full power.

 

Are you changing the ECU?