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With the proper equipment backfires are a thing of the past. Used to
happen with the "choke" or the additional priming fuel to start cold.
The cold problem is getting proper atomization on a cold engine when
the vaporizer has not reached operating temperature and in extreme
cold the low pressure from the fuel tank. Requires a bypass on the
primary regulator. All doable, just adds to the installation cost. The
octane IS lower, it can't be calculated like liquid gasolne, has the
effect of leaning out under certain conditions, another reason for the
lowered gas mileage (besides the retarded ignition). Another problem
is refill times. On a regular car you can refill in minutes. For LPG
it takes longer and in many places they want you to remove the tank
before they will fill it so it can be weighed as it is filled so it
can't get overfilled. In this country propane is very common on fork
trucks especially if used indoors. Not exactly LPG but a very similar
product. Propane is VERY gentle on motors. I have rebuilt fork truck
motors and they come apart with no gunk, sludge, etc inside. A
properly installed conversion can be very safe but done wrong they can
also be VERY dangerous! Must use a fuel lock-off valve run off oil
pressure, relief valve, high pressure braided lines, proper mounts for
the tank, and quality components for the fuel system. In this country
they must all be UL approved. Another big drawback is the lack of a
conventional fuel gauge. You have to keep track of consumption by
hours run or miles travelled to know what is left. IMHO it isn't worth
it unless you have a daily driver and you can beat the raod tax.
David Teitelbaum
vin 10757

--- In dmcnews@xxxxxxxxxxxxxxx, "Tom Niemczewski" <dmctom@...> wrote:
> Hello
> David, the octane rating is HIGHER. For LPG it is something around
105. CNG 
> is around 120.  You are correct about mileage. An engine requires
about 20% 
> more (properly tuned) LPG than gasoline. Low temperatures do not
affect LPG. 
> It's diesel that freezes, not LPG.
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