LPG is twice cheapper gas and diesel here in Ukraine. I want to convert my aero to LPG. I want to install vessel on spare wheel place.

Who ever did it? Any tips....

 

i would convert to OBDII EEC-V engine control, much easier to change programming.

start with your base timing at 20d BTDC since your comp. ratio is going to stay the same. if you increase the compression ratio to 13:1, then 10D BTDC
need steelite exhaust valve seats

better plan on taking out that rear sofa, LPG tanks are huge.
with out major engine changes: 20% loss of horsepower. 100% longer engine life and 100% longer oil life

LPG conversions were popular here in the gas cut offs of the 70s and 80s. most have disappeared including the service fleets converted. about the only users left are some bus systems especially air ports because of reduced emissions and no diesel stink

i would keep it dual fuel with Putin controlling the Ukrainian gas lines

 

The first thing to control I think is the regulation concerning LPG in Ukraine. Here in France LPG is, like plenty of other things, severely controlled and under a strong regulation by state laws; for instance the transformation by a licensed mechanic is mandatory, with plenty of technicals obligations and a control for compliance with state laws by something that can be called "vehicles and trucks compliance and plenty of other things service", in french: "Service des Mines"; the link with the mines, iron or gold is totally obscure and lost in the french administration labyrinth.....This office belong to government, nothing to see with periodics controls for pollution, brakes and so on, which are semi-private but mandatory.
The difference between US and France is that in US I think: you have the liberty to do all of things which are not forbidden; and in France all the things not clearly authorized are prohibited.
Well.... technically I'm planning to modifie my Aero 3.0L, but its not cheap and I have a Chrysler/Dodge Stratus with LPG with problems. It run with an Italian system working by vaccum, like a carburator with a multi-steps motor; it's not state-of-the-art! several times I had "flash burns" in the intake manifold and the air cleaner explode. It can be good but you need to choose a good brand for your system, and I think that multi port LPG injection is the best but you need to insert a plate holding the injectors between the upper and the lower manifold.

 

There is a company in Russia, they offer multy-point LPG ore NG injection, but it is over $900.... So I want to use cheap Italian system with small 45l tank under the body.

 

nice, in France an installation by a certified mechanic cost more than $3000, with an "Italian" system; there is no other way to have the certfication. but I think a 70L toroidal tank can fit but I'm not sure; a cylindrical can fit too; in France the tank size have to maximum meet the tangent between drivetrain and bumper.

 

Look up Lovato and landi- hartog, one is Italian and the other is Dutch. Lpg kits both used and new are available in the UK. They have really taken LPG on board and do several CFI and Mpi systems.

 

I would prefere CFI LPG system, becouse it is cheapper....

 

Is it true, that fuel pump must run with injectors disconnected to prevent injectors damadge with overheating?

 

yes, just put an electrical plug socket in the 6 lines to injectors. some use a 6 pole relay
fuel serves as coolant/lube for injectors and pump

unless you can find a way to fool the ECU into thinking the pump is running with a relay, then injectors must still be disabled

use gas stabilizer in the tank gas if you keep it dual fuel

 

What can happen with injectors with fuel pump off?

 

Some systems take the ground side of the injectors and switch them off that way. The fuel pump is shut off with an output to the relay with a diode from the lpg processor.

 

I'm familiar with several companies that either ran LPG-converted fleets, or did the conversions for others. In both cases, the OEM valves and seats did well, with no modifications needed. The tanks take some imagination: They are larger than gasoline, and some operators installed multiple tanks under frame side rails, to keep cargo areas free. If you want to research this, look at NPGA's (National Propane Gas Assn) site, or for tanks, Manchester Tank, to name 2. Several bus lines (Sacramento's for one) decided to go to CNG, compressed natural gas, rather than LPG. It requires an expensive compressor to fill the tanks, though. The engines in our town's buses are either Cat or Cummins diesel types, with ignition added as OEM. It is nice to drive behind them without the diesel smoke and smell.

 

More then 80% of buses in Lugansk run with CNG. LPG is used for cars. LPG is twice cheapper gas, CNG is 30% coast of diesel ore gas.

 

A lot of buses in SoCal have been converted to CNG. They have a huge bulge on the roof where the tanks are stored. The tanks run at least half the length of the buses. They are nice and clean, and quieter than the diesel buses.

 

CNG on aero is possible too, but tanks for 200 bar are heavy and it is possible to install 3 tanks only (for 200 miles). It is about $1000-2000 for convertion. LPG tank and other equipment is about $500