any headway?

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

Not yet. Still waiting for an engine AND a compressor.

I can't count the number of times I've been told when it'd be done and how many excuses I've been given as to why it isn't yet. Best I can figure is he's been bouncing getting my engine done between other, more lucrative jobs, which doesn't make me feel any better. But it's not exactly going to do me any good to hurry him up. I did that last time and got crap work for doing so that had to go back to them to fix. So I'm being as patient as I know how to be hoping that buys me something in craftsmanship.

As for the compressor, I was told that it'd ship some time last week from China. But I haven't heard anything whether it actually shipped. The suppliers did say once it ships, they can track it from shipment, to customs, to delivery to them. Once they get it, then they freight it to me.

Once I get all the pieces back together, it'll be fun getting back to this project, but I have to admit my enthusiasm due to all these delays has been discouraging. But it is what it is...

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

Hang in there. Hopefully the speed of things will start improving soon.

Are you having the whole engine assembled for you, or just getting things like block/headwork done? I was assuming you'd do the majority of the build yourself after all your research and preparation.

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

They did all the valve and head machining. However I did the porting and assembly of the valve-train.

Obviously they still have the bottom end, and they are assembling it. After they messed it up the 1st time, the least they could do is put it back together so I can confirm that it's right when I pick it up. Speaking of them, I drove by there like I was ready to pick it up and he said it still wasn't ready. So I told him I was feeling like I wasn't a priority and I was being back-burnered since that put-off and excuse is getting old. He admitted he had been putting me off and that was wrong. He apologized and "promised" he'd have me done by Friday. Whether that's to be trusted at this point is anybody's guess. So we'll see...

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

I'd double check everything when you get it. Throw it on the stand, check torques on all the bolts, etc. Just to make sure nothing got missed if he was hurrying to get it done.

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

thats chicken shit, i can understand being back burnered as it happens with us too, but they shouldn't be giving you a completion date until they KNOW when it will be done. Sometimes we get backed up by our dealers, bmw and mercedes especially, when they come to drop off blocks you can bet they're bringing at minimal 3, when that happens and we can't deliver on time, we always give the customer a delay inconvenience discount of 10% or so (pretty much we pay the tax)

what im getting at is, see if they will agree to give you a discount for the delay, they may not but it doesn't hurt to ask right? too ba u dont live closer

Well, the saga continues. He finally got to paying some attention to my engine and he found the Mahle pistons just weren't up to snuff from a consistency standpoint. So before he goes cutting on this set and screws them up, he decided to call JE and order a set of them instead. JE promised him that theirs have a much more consistent compression height from piston to piston. He's also going to check the connecting rods and crank to make sure they aren't also a source of his inconsistent deck clearance height measurements. He said he already checked the block and the block looks solid. However he suspects that the SCAT crank might have some issues where the connecting journals aren't exactly ground perfect and they might be contributing to some of the inconsistency in deck clearance. If they require regrinding, then that means he'll also true them to "blueprint" specs. Either way, the crank/flywheel/balancer will need to be rebalanced for the JE pistons since they aren't likely to be the same exact weight as the Mahles were. I think that even if he was still using the Mahles that a rebalance would've been in order.

He did reassure me that I'm (now) a top priority and that whatever it takes to get the engine built to the specs I specified when I 1st came to him is how he's going to give it back. He said I asked all the right questions and was paying attention to all the right things. And since I bought both the stroker kit and machine work from him, I deserve to get what he sold me. While all this is annoying being without the engine for so long, I'm holding out hope that the engine I end up with will be worth the wait.

I also got an update on the compressor. The mfg said they did have a back-order of parts. Those parts arrived. And my compressor is now built. They (my compressor as well as the others that were ordered at the same time) are scheduled to ship sometime next week. But before they can ship, the mfg in China has to file customs paperwork 48hrs prior. That might get filed today or it may get filed Monday. Once it ships, it'll take 10-14 days to slow-boat over. Then however long for customs to get done with it. At least I'm getting feedback. That's better than I was getting earlier. But with the delays on the engine, it doesn't really matter that the compressor was also delayed.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

Well it sounds like he's at least taking care of you right. It sucks that you've run into these delays, but those things happen. My dad is rebuilding a circle track engine for one of our sponsors. had a bad piston, custom set, took a while to get things located (ford motor), finally got them ordered but still waiting on them, went and looked over the cam again, found a bad spot in it so it needs replaced. found the specs for it, called a cam grinder, and found out the cam was apparently a drag cam or something, 740ish lift on exhaust, but over 800 lift on intake. think that combined with springs not built for that cam caused the bad spot, and he was amazed that it got 50 laps on it on circle track, so got a different grind ordered for it.

Sorry for the side rambling, but sounds like your guy is taking that extra time to double check and make sure everything is right. Again sucks, but it happens everywhere ;)

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

you ever get your compressor in? we need updates

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

The last update I got was yesterday. The compressor came in, cleared customs, and the supplier is picking it up today. It'll need to be shipped from their facility to me. Unfortunately an unexpected additional shipping charge is being applied. Evidently their shipping cost (built-in to their sale price) didn't include the cost of shipping from California to Chicago where the customs office for this supplier is. So Dept Homeland Security is charging them that shipping, and of course they intend to pass that along to me as shipping fees. I'm none-too-happy about it, however if this is something new that DHS is doing (probably the equivalent of a new import tax), then it's not entirely their fault...but annoying to have to pay none-the-less.

At first, I got to thinking, what if I'm caught up in some kind of scam that would never end. But I believe them because there are public customs records showing that a shipment from Newtech (the Chinese compressor company) to Ace Sales & Beyond did get created August 31st.

As for the engine, I went by the machine shop this afternoon. And there wasn't any better news there. They got all the pistons in, and while the pistons were at the other machine shop, one evidently slipped in the vise when it was being cut and so it'll have to be replaced. All the others are in the .002-.004 range. That's not what I wanted. I wanted .005" out of the hole...but that was because I didn't want to spend $150+ on custom thickness head gaskets. I wanted to use "affordable" .039" FelPros. They said they would do whatever I wanted them to in order to get it right. However in the interest of getting the engine back quicker, I ran my numbers and I think I can live with .002" out of the hole. The also offered to buy custom thickness head gaskets if it'd avoid having to recut an entire set of pistons but they are willing to whatever I decide. Given they are willing to buy me thinner gaskets, I think .002" out of the hole might be acceptable. It's not exactly what I want, but think I can live with that.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

ah, the hassles of going custom. we got the pistons in for the engine dad's redoing, direct from JE, they shipped us pistons and pins... yet the pins were too big to fit the holes in the pistons. So they sent us the right custom pistons, but didn't bother checking to see if their pins fit. Nice job, major supplier.

oh well hopefully on next update you'll have some nice pictures of a compressor installed in the garage

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

Curious how the install went with the CNG kit?

The parts are still sitting in a card board box waiting for my engine to get complete. Some of the installation is done TO the engine (drilling holes in the intake manifold for the fuel taps). And some of the installation can be done more easily with the engine pulled. Thus I'm waiting until then to install the CNG conversion kit. Don't misunderstand, you don't need to pull an engine to get a CNG conversion kit installed. But drilling holes in the vehicle frame, body, or support rails to mount the regulators and run the CNG line is far easier when there's ample room to work. And if the engine is getting pulled anyway, why not take advantage of the convenience that offers?

BTW, the update so far is Ace has my compressor picked up. They are waiting for shipping payment of which I'm getting on its way this weekend. I bought the compressor knowing that when it arrived, I'd have an additional shipping payment to make. So this isn't a surprise payment. What is a surprise is that the payment is as much as it is. Evidently something has changed since May of this year that Homeland Security is charging people shipping costs they incur to get equipment from the shores to their inland offices. So basically you are paying 2 shipping payments. My personal opinion is that initial shipping payment should be part of the price of the hardware, not called a shipping cost. And in Ace's defense, they have increased the cost of the refueling stations on their website by the increased shipping amount. So I suspect they realized that, but I got caught in a transition.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

slowly but surely getting closer....

of course gas prices are coming down now too, though I don't expect that to last more than through the winter tops.

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

Yep...

The good news is that the NatGas companies are lowering their "lock-in" prices too. Back in the summer, a therm could be locked in at $.79/therm for 18 months. Now that's down to $.72/therm. I've been holding off until I actually get the CNG conversion done before I lock-in particularly since the prices of NatGas have been dropping so regularly.

You can convert a therm to GGE using the following formula:
1GGE ≈ 1.15-1.25 therms depending on what info you reference.

Until I actually get the compressor to figure the electrical consumption, I'm just guessing at how much juice it'll take. I expect the compressor will pull about as much juice as a central air conditioning system. So if it takes 8hrs to fill 12GGEs, then I figure a full tank will cost about $2-3 or so in electricity...worst-case $.25/GGE just in electricity costs. At those NatGas prices, worst case GGE costs will be $.90/gge. Add the $.25/gge electrical cost of compressing the NatGas using the compressor, and I'm somewhere around $1.15/GGE...again all worst case numbers.

But even with those numbers, I'm well below a gallon of E10 or what it will get down to. By next year, I fully expect gas to go back to the $4/gal range.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

JE was sold not too long ago, the originator got bored one day with nothing better to do and now opened up a new company known as racetec/autotec, they make full custom pistons to your exact specs for about the same price a set of off the shelf pistons would cost

i know this doesn't help you any and probably isn't what you want to hear, but im putting it out there in the interest of shared knowledge

_________________
http://www.efidynotuning.com/ford/

I've heard of them. But since I'm not the one that bought the pistons, it doesn't really matter to me. As long as the specs are what I need them to be, it didn't matter if the slugs were KB, Mahle, JE, or whatever particularly since this isn't a high rev application. It's just a daily driver. If they'd fit, stock pistons probably would've worked. But this is a 331 which requires much shorter-than-stock pistons.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

I finally got the engine back today. This time, they checked the deck heights of all 8 and 7 are .002 above the deck, and one is .003...that's well within acceptable limits. I haven't checked the limits myself yet, but plan to. It was obvious they didn't do any kind of checking last time. I feel much better about their checks this time...but I'll still check it for myself.

Now I originally wanted the pistons popped .005-.007" above the decks, but that's not the way they got cut. They offered to either recut a new set of 8 or replace my .039" thick gaskets with custom .034" thick gaskets. With custom gaskets, it's the same compression and quench as I wanted with the higher deck heights. I had prior obligations today and will tomorrow too. But I'm hoping to begin getting my fingers greasy next week.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

Well my compressor is scheduled to be delivered tomorrow by R&L Carriers. I also received the refueling nozzle that goes on the end of the compressor's hose. Although it's the wrong size for my kit's refueling nipple. Notice:



As you can see, the size of the nozzle is .954" (24.23mm). Nipples for 3600PSI kits are supposed to be <.945" (24.0mm). The added .2mm in the 3600PSI nozzle's I.D. is clearance to fit over a 24mm nipple.

The size of the nipple in my kit is .980" (24.9mm) which is just under 25mm...the standard size for 3000PSI nipples.

I contacted Ace Sales and they are sending me the proper nipple to work with the 3600PSI after seeing these pictures. I offered to simply send back the 3600PSI nozzle in swap for a 3000PSI nozzle, but they didn't jump at that offer. Either way, as long as I get a working system, I'm happy.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

So it goes, always somethin. Lets see a picture of this bad boy compressor, assuming it finally arrived :)

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

I've got pics on my laptop of me taking it out of the crate and strapping it to the hand truck. You can't tell a whole lot about it, but when I get home, I'll post up what I do have.

It his HEAVY. And it's kind of funny that they put a 120v plug on it even though the thing is clearly stamped that it is a 220-240v piece of equipment. America is the oddball country that stupidly uses 110v instead of 220v for everything. I've got to see if I can get into the electrical box and undo that wire and instead put a dryer wire on it so I can connect it up to a standard high current dryer connection. The line I plan to connect it to already goes to a 60amp breaker and is fed with heavy 10 or 8 AWG wire.

The other odd thing is the inlet for gas is a barbed fitting. So they assume rubber flex will be used up to the compressor instead of hard line or metal flex with threaded fittings the way most gas appliances connect in the States. That would certainly make installation much easier if I could run rubber hose from the valve to the compressor (about 6-8 feet). But I'm not sure that'll meet code...and I do need to adhere to code or at least attempt to just in case there is an issue with a fire (related or unrelated) that the insurance company doesn't come back on me and tell me I'm liable.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

Here are some pics of the compressor:

This is after I got the top off. It took some doing just to get the top off. They did a good job of boxing it up, that's for sure.

Here's the compressor strapped to my hand truck:


At the back of the compressor, you can see the inlet gas pressure gauge and the oil dipstick and filling hole. It ships empty, so before I can turn it on, I need to buy industrial oil for it. The oil spec'd in the book is not readily available here in the US. But the mfg has determined that Mobile DTE Heavy Medium industrial equipment grade oil meets the spec required.


Oddly that is not a synthetic oil as I would've expected for such a high pressure application. Once the unit is out of warranty, I'll likely switch over to a diester synthetic which is far superior to any conventional mineral oil out there. Unfortunately, it is about 4x the price and often only available in 5gal quantities. However Schulz, a Brazilian compressor manufacturer, has a distribution office right near my office and sells their top quality diester synthetic ISO68 (~SAE 30 wt) or ISO100 (~SAE 40 wt) oil by the quart so it is affordable AND I don't have to stock a lifetime supply of it somewhere in the basement.

Here's the spec plate on the compressor:

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

pretty slick, glad to see it finally made it!

_________________
1978 Mustang II King Cobra
89 5.0HO, Stock Short Block, Edelbrock 4bbl aluminum intake, Holley 650 double pumper, MSD 6AL, Ford F303 cam, 1.7:1 Crane Roller Rockers, Pocket Ported stock heads, Hedman Long Tube Headers
5 spd Manual
Full roll cage, 9" full floater w/Currie trac lock/373 gears, RCI Fuel Cell
Project Page: http://www.brandttuning.com/projects.htm

I am very frustrated that my english is so worst.
With more than 300 LPG and a few GNC conversions this is first that I can help after allwas call for help.

Most LPG conversions we made was liquide injected.
So we test an try to use same injectors and rail that gasoline use but it was working very poor. The injectors are not open right with the high pressure.
I just thinkung to use the EEC IV for my GMC Motorhome LPG conversion. Here in Germany LPG is half price of gasoline.


Udo

_________________
www.granata.blogger.de

Yes, the LPG (propane) injectors that look like gasoline injectors are different, to handle the higher pressure although they look just like a typical EV1 injector. And like my CNG injectors, the LPG injectors are low impedance because they need the added current to open due to the high pressure of LPG particularly if you are injecting it as a liquid.

What's odd is that my CNG injectors are also low impedance, however there's no reason for them to be from what I can see. They open against a 30 PSI vapor. Most high impedance injectors can open with pressures up to 60 PSI (4 bar) and all that I know of will open with 39-43.5 PSI (3 bar). So I'm hoping my attempt to run these low impedance (Peak-n-Hold) injectors as high impedance (saturated field) injectors will work using resistors. Monday, I'm taking my 36lb high impedance injectors and my CNG injectors to work to have the inductance tested. We have a LCR meter that I can use to measure that. If the CNG injectors have significantly higher inductance than the high impedance injectors, then there's a chance their kickback on field drop will be higher. So despite the in-line resistors, if the inductance is higher, the kickback may still be more than the stock EEC can handle. To stop that, diodes can be located in parallel with the injectors to shunt the current back into the injector so it isn't forced upon the EEC. Between the resistor and diode, I should be good. If not, I'll look into either buying or building Peak-n-Hold driver for the injectors.

As for the cost of fuel, Propane is ~$2/gal last I checked. Gasoline right now is around $3.25/gal here. Although it's been near $4/gal earlier this year and reasonable forecasts have gasoline getting well over $4/gal by next summer. Most stock engines get slightly lower fuel economy (lower MPG) with Propane as compared to 100% gasoline. Obviously E10 would be a closer match.

At public CNG stations, CNG is selling for around $1.30-1.40/GGE. Pumped at home, CNG costs about $.85-.90/GGE. But then you have to account for the electricity to run the CNG compressor. It's a BIG motor in that compressor I have...and HEAVY!!! Interestingly, the paperwork with the compressor indicates it pulls less than 15 amps@220v. Until I'm actually pumping gas to know how long it takes my tank to fill, I'm just guessing that it's about an additional $.25-.35/GGE for the electricity.

I'm still waiting on my adapter to be able to connect the refueling nozzle to my hose. And I'm still waiting for the refueling nipple that will mount somewhere on the vehicle. Worst case scenario, I take the refueling nipple I have now and have the machine shop turn it down by 1mm so my nozzle will connect to it.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

I found this website talking about the differences in inductance between high and low impedance injectors:
Test Injector Inductance

According to this guy's test, low impedance injectors have both a lower resistance AND lower impedance, not just lower resistance as compared to high impedance injectors. To me, this means there's less inductance capability in the coil to kick back. So the stock EEC with resistors should work just fine as long as there's enough current to get the injectors to open. From my preliminary tests using my injectors and an 8ohm in-line resistor, the injectors open just fine with as 12v source. But that was with no pressure on top of the injector.

In a normal gasoline injector, the pintle must raise while the fuel flow is down and into the intake manifold. The higher the pressure, the more effort that is required to lift the pintle. If the pressure rises too much, the pintle won't open as happens with some injectors like the Multecs. Although Fuel Injector Connection has a video showing a set of various injectors being run up to 140PSI!!!! The Multecs kick out just a tad over 60PSI, but the Bosch and some other brand (forget what they were right now) continued to inject right on up to 140.

In the case of my CNG injectors, the pressure is from below the injector. The gas flows from the rail, up towards the injector coil, then does a complete 180 and flows back down through the center and out a nipple that a rubber hose connects to.


Best I can figure is the hollow bar that the injector coil slides down onto has slots in its sides. The pintle in the center of the hollow bar blocks the slots off and seals the outlet. When the coil energizes, the pintle is raised allowing gas to flow from the rail, through the holes in the bar, and out the center. If that's how it works, there's no pressure on top of the pintle holding it down. The pressure is on the sides of the pintle. And thus the only resistance the coil is pulling against to raise the pintle is the spring that pushes the pintle down.

_________________
...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

Hello,

no the liquide LPG injectors look little different. They are disc type. They are two different types. The green response faster but not flow so much than the blue one. The are not good quality and we nust flow to mach sets.
The other injectors are the best for vapor gas. They are from Keihin ans very quite. The ones that you use are very comon but some are very loud and you will feel like diesel driver.
At some of this type injector you can adjust travel and adfust flow on this way. Very importand o check trevel sometines you searching problems but quality is the problem.



Udo

PS the parts are on a german magazine for LPG and CNC

_________________
www.granata.blogger.de

Interesting...

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...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com

With LPG liquide injected you lost no power and need 5-15% more fuel
With vaporisate LPG you lost 5-10% power and need 5-20% more fuel
With GNG you lost 40% power and need muuuuuch more.
When car is more heavy and 4WD you need 15% more with an light car small engine it need 5%
If you have not you own filling station for CNG you will make rally from filling station to filling station

Udo

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www.granata.blogger.de

From everything I've found so far, the performance losses with CNG are with the mixer systems because they restrict flow so badly. For a daily driver that doesn't need much power, that's fine. But for a pseudo-performance application, that sucks. So I chose the EFI version which doesn't have a restrictive mixer which just looking at it, I don't doubt will kill performance particularly at high RPMs.

But I do still expect lower performance than on gasoline just because gasoline will go into the combustion chamber at WOT as liquid then evaporate into the air, cooling the air. With evaporated Propane or NatGas, the gas goes in as a vapor, which takes up significantly more volume than liquid fuel does and offers little to no cooling thus preventing as much air molecules from getting into the cylinder. Less air=less power. But I hope the performance drop isn't 40% with this kit. The good news is that I'm applying the CNG conversion to an engine that should get around 300hp with gasoline. So with CNG, I'm hoping to still be "better" than what I have now with a 100% stock Explorer engine.

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...Always Somethin'

89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, 1.6RRs, FMS Explorer (GT40p) headers, Slot Style MAF, aftermarket T5 'Z-Spec', 8.8" rear w/3.27s, Powertrax Locker, Innovate LC-1, GUFB, Moates QuarterHorse tuned using BE&EA

Member V8-Ranger.com