Run Hippie, Run T-Shirt Choose an optionMLXLXXLClear selection Black 100% cotton Fruit of the Loom t-shirt 5 x 5 x 5 in M, L, XL, XXLThe NEW LPG eStore Now tablet and mobile friendly. You do not need a PayPal account to purchase . Proceed to PayPal, but you can use your card.. A collection of photos by Ian Black A collection of photos by Terry senior A collection of photos by Colin Collis A collection of photos by Roger Whitcomb A collection of photos David Evans A collection of photos Phil Bradshaw The LPG Photo wallFunds required to complete the reassembly and restoration of XR713XR713 is 95% reassembled, after a full week assisted by BAe apprentices and our Members. Thank you to all of you that have donated to enable us to achieve this. We  plan to complete the reassembly as soon as possible, and funds are still urgently required to finish the project. Please donate what you can above. Or send cheques payable to LPG to: Chris Norris, 12 Newark Rd, Coddington, Newark, Notts.

RAF Wattisham Q-SHED - Rebuild complete but funds still needed They protected you now you protect them! The re-erection of the RAF Wattisham QRA Shed is 100% complete thanks to the generosity of our supporters. All our donor’s names are recorded on our Contributors Board in the hangar. However the building still has to be fitted out with storyboards telling the Cold War and Lightning histories. Added to this we have ongoing challenge to keep both Lightnings in fully functional condition. We have therefore decided to invite existing contributors to top up their donation at any time and at the same time invite new donors to the scheme whereby we will commission an new name, to be permanently displayed in the hangar, for a minimum of a £50 donation. You will be in good company as the likes of Wg Cdr Roland “Bee” Beamont are recorded. The specified name can be of your choice and we have a number of names “In memory of” which is a fitting way to remember a loved one or colleague.

If you have the time, then please attend one of the Open Days. If you wish to make a donation, any amount, large or small is most welcome. If you wish to pay by cheque please make payment to “LPG” enclosing a SAE and send to: Richard Norris, 2 Spring Hill, Little Staughton, Beds, MK44 2BS (tel: 01234 378827). An SAE would be appreciated. Want to see the “Office”? Come to an Open Day and sit in it yourself! After reading our website if you have any specific question please send us your enquiry With regard to enquiries about PUBLIC MEMBERSHIP SCHEMES, please be advised that at the present time we do not have one.Nike Spikes Shoes Price In Pakistan Please click link if you would like to make a donationHomes For Sale Fulks Run Va Published on July 9th, 2013 |Best Tires For F4i

There’s been a lot of talk lately about bi-fuel cars running on LPG and propane, most notably from Chrysler and Lancia in Europe, but in the US as well, with several companies offering propane conversion kits. Propane has a few advantages of gasoline, of course. It tends to burn more cleanly, it’s cheaper, etc. Still, nothing is perfect. Like any fuel, LPG/propane has some draw-backs that you’ll definitely want to be aware of before you “pull the trigger” and finally convert your car to propane. Here’s a brief rundown: As many of you who’ve looked under a car’s hood lately can tell you, cars in 2013 are rolling computers. There are sensors, processors, wires, connectors – a bunch of electronics, in other words, and they’re all driven, controlled, and calibrated by software. That software, by the way, is often encrypted by the manufacturers to make it difficult (if not impossible) to change stuff. On top of that, all those sensors, processors, etc. were built for gasoline, not LPG/propane.

What that means to you, would-be-propane converter, is that getting it wrong is far, Far, FAR easier than getting it right. When you get it right, the rewards can be huge, which is why companies like Switzer Performance and Syvecs spend tons of hours and dollars developing engine management solutions for flex-fuel cars – and why they charge upwards of $10,000 for a bulletproof conversion – which brings me to the next problem. The Switzer/Syvecs flex-fuel conversions I’m talking about should be considered “neutral ground” here, because they focus on ethanol, rather than propane, but did you notice that their conversions are almost exclusively featured on $100,000 sportscars? That’s because, as I touched on above, getting conversions right is expensive, and it could be years before a conversion pays for itself. I can already hear the peanut gallery chanting, “That’s why I’m going to convert an older car: fewer computers to mess with!” Ill grant you that older, simpler vehicles will be easier to convert, yes, but they’re also older.

As such, they may be (read: will be) less reliable, parts may be harder to source, and it’s an objective fact that pretty much every aspect of vehicle performance from acceleration and braking to safety and fuel efficiency has improved significantly since the carburetor became a niche product for guys building Pro-stock Darts in their driveways. So, even though you found that cheap propane conversion kit on eBay and read about how awesome it was on that forum and you’re pretty sure you’ve got what it takes to convert that old pickup to propane, it might still be years before it pays for itself. In the introduction of this article, I talked about some large-scale manufacturers developing bi-fuel vehicles that could be run on either propane or gasoline. There’s a solid reason for doing so: cars running on propane have less range, compared to the volume of the fuel stored, than cars running on conventional gasoline. The main difference in range comes from a difference in heat energy per liter of fuel (gasoline’s is better).

Of course, BTUs are only one small part of the overall equation. It doesn’t take into account the thermal efficiency of a fuel, it’s detonation-resistance, etc. – all of which, if optimized, can tip the scales towards an alt-fuel’s favor … but we’re not talking about building an engine that’s optimized for a given fuel. We’re talking about converting an existing engine that’s been optimized for gasoline. See disadvantages no. 1 and 2, then start adding up the cost of the turbos, intercoolers, injectors, etc. that you’ll need to buy and tune for to optimize the engine you’re trying to convert. Let’s say you decided to convert your car to propane. You’ve done the conversion “right”. You’ve skipped the bi-fuel step, since it’s impossible to optimize a given hardware set for two fuels, and decided that your “LPG is the fuel for me!” t-shirt is ripe for the wearing. Now, it’s time to re-fuel. You head to the nearest KOA campground that sells propane and suddenly, horrifically realize that it was all for nothing.

Their nozzle won’t fill your tank. This isn’t strictly an LPG/propane problem. In truth, none of what you’re reading about here is a problem that’s specific to propane – even electric cars are having this problem. Tesla’s Supercharger system isn’t compatible with Nissan’s Leaf, and maybe neither of those are compatible with the SAE’s Combo Connector. The lack of universal connectors, nozzles, etc. is an alt-fuel problem of the first order, and one of the biggest obstacles any future fuels will need to overcome. In theory, the government will cover 50% of the cost of converting your car or truck to propane. In practice, however, they’ll cover $500, which isn’t enough (see disadvantages 1-3, again). If it was enough, you’d see a bunch of propane conversions. Here’s the actual DOE wording on the AFV Conversion Tax Credit for your perusal … Alternative Fuel Vehicle (AFV) Conversion Tax Credit Businesses or individuals are eligible for an income tax credit of up to 50% of the equipment and labor costs for converting vehicles to operate using alternative fuels.

Qualified alternative fuels are compressed and liquefied natural gas, liquefied petroleum gas (propane), hydrogen, electricity, and fuels containing at least 85% ethanol, methanol, ether, or another alcohol. The maximum credit is $500 for the conversion of vehicles with a gross vehicle weight rating (GVWR) of 10,000 pounds (lbs) or less, and $1,000 for vehicles with a GVWR of more than 10,000 lbs. The credit is only available during the year that the business or entity converts the vehicle. An alternative fuel seller may not receive a credit for converting its own vehicles to operate on the alternative fuel they sell. (Reference Montana Code Annotated 15-30-2320) … and let me tell you, that is a shining example of a law about cars written by and for people know less about cars than I do about how to turn blogging into a six-figure income. Not much, in other words! SO, if you absolutely, positively, must convert your car to propane, my advice is as follows: Spend big money. If you don’t have big money, buy a Morgan.