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(PNG-PARTS)

Contents include: Converters


Fittings LPG

Conversion Kits Kits Equipment Manual More...

Repair Safety

Service Much

Hello and welcome to the new edition of PNG Technologies Parts Catalog / Service Manual for non certified systems. We hope you find all of your needs within. Please do not hesitate to contact us with any questions regarding parts and/or service. You may reach us by phoning toll free 1-866-764-7278. Words from our Owner First let me introduce myself. I am Matthew L. Nolff and have been working in the after-market/ OEM industries since childhood. I have had the great pleasure of working with some of the industries leading forefathers, such as my father Robert Lee Nolff. I have also had the opportunity to work with Robert Rude along with Herbert Hills who was one of the first to introduce propane power systems in vehicles including lift trucks. PNG Technologies can offer your mechanics the technical support they deserve to keep your customers up and running.

PNG TechnologiesBuilding

Metal Shop

Parts Department

Shipping Department

Sales Department

Front Office

G-50 Test Bench

Conversion Shop

Kit Assembly Area

PARTS
Accessories Aisan Algas/Impco Beam/Impco Brackets Carburetors & Accessories Electric Electric Solenoids Fittings Garretson/Impco Generic Impco Governors Hoses & Fittings Impco Impco Spectrum LPG Conversion Kits LPG Carb Spec Sheet LPG Tanks Rego Safety Zenith
(Strobe Lights/Backup Alarms/Hour Meters and more) (Carburetors/Throttle Bodys/Mixers/Adaptors/Levers/Bell Tops/Air Filters)

PAGE
4-5 6 7 8-9 10-11 12-18 19-20 21 22-26 27 28-30 31 32-35 36-38 39 40-56 57 58-59 60-61 62-65 66

LP-Gas Carburetion Service Manual Schematics/Misc. Information

67-113 114-142

Repair Kit Instructions


Model J Series Model VFF30 Series Model E Series Model 50 Series 143-149 150-157 158-168 169-172

Miscellaneous Forms
Order Form Credit Application 173 174

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

ACC-711
Large Bulkhead Filter

ACC-RK-711
Repair Kit For ACC-711

ACC-T444
Bulkhead 1/4 NPT 3 Way Tee

ACC-713
Extra Large BulkheadFilter

ACC-RK-713
Repair Kit For ACC-713

ACC-156
Bulkhead Filter W/ Magnet 180 1/4 NPT

ACC-RK-156
Repair Kit For ACC-156

ACC-A6820
1-3/4 C-To-C Standard Fuel Pump Cover W/ Gasket

ACC-26
Return Spring Universal

ACC-3866
Three Way Valve Back Check W/ Relief (For Dual Tanks)

ACC-DASH-POD
Dash Pod Nissan W/ Hex Nut (Fast Idle Control)

ACC-155 ACC-365
Trap It Filter (Keep Debris From Entering Fuel System) Inline Filter 1/4 M x 1/4 F (Keep Debris From Entering Fuel System)

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

CLAMP-6 ACC-THERM-3/8
Forklift Thermostat Inline 3/8 NPT
Keeps Regulator From Over Heating

Hose Clamp 3/16 to 1/4

CLAMP-7
Hose Clamp 5/16 to 7/8

CLAMP-8 ACC-THERM-5/8
Forklift Thermostat Inline 5/8 Push On
Keeps Regulator From Over Heating

CLAMP-10
Hose Clamp 2-1/16 to 3

Hose Clamp 9/16 to 1-1/16

CLAMP-9
Hose Clamp 11/16 to 1-1/4

CLAMP-408
Hose Clamp 2-5/16 to 3-1/4

ACC-700
Spacer Flange 2-1/4 C-to-C

ACC-102
Slic-Tite Heavy Duty Thread Sealing Compound 1/4 Fl. Oz.

ACC-701
Spacer Flange 2-3/8 C-to-C

ACC-709
Spacer Flange 1-1/2 SAE C-to-C 1-13/16

ACC-103
Heavy Duty Thread Sealing Compound 8.45 Fl. Oz. (250ml)

ACC-702
Spacer Flange 1-1/4 SAE C-to-C 2-11/16

ACC-701-53-44
53mm Spacer Flange H20/Mazda 4.121/VA

ACC-TS-8
Plastic Tie Strap 8

ACC-TS-4
Plastic Tie Strap 4

ACC-224-2
Dash Mount, 2 Hole

ACC-TS-14
Plastic Tie Strap 14

ACC-PR4604
PR-4604 Electric Primer For JB,EB

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

AI-23530-U110371
Aisan Regulator

AI-23580-U110371
Aisan Regulator

AI-23530-U220071
Aisan Regulator W/ Out Fuel Warning System

AI-23580-U220071
Aisan Regulator W/ Fuel Warning System

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

ALGAS-C250A
Water Cooled Converter

ALGAS-SA2553-2
80 & 90 Mixer Diaphragm Silicone

ALGAS-1-7010
Repair Kit For C250A W/ Out Power Ram (Minor)

ALGAS-SA2330-2
60 Mixer Diaphragm Silicone

ALGAS-1-7012
Repair Kit For C250A/C250AH W/ Power Ram (Major)

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

BEAM-120A
Regulator/ Converter

BEAM-120A-RCK
Major Repair Kit For 120A Reg/Con. Hydrin

BEAM-120A-RBK
Minor Repair Kit For 120A Reg/Con. Hydrin
CT971671

OEM PART #S
MBMIC0053410 YT05894300

BEAM-T60
T60 Regulator/ Converter
CT2W4392 MBMIC0053421

OEM PART #S
CT971593 HY3004384 YT063771700

BEAM-60RBK
Minor Repair Kit For T60 Regulator Hydrin OEM PART #S
HY3005454 MBMIC0053310 YT064802600

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

BEAM-202ANLC
Low Pressure Natural Gas W/ Primer

BEAM-202ANL
Low Pressure Natural Gas

BEAM-1501L BEAM-202RBK
Repair Kit For 202 Regulator Hydrin Micro Vacuum Switch

OEM PART #S
CT910054 DW910054

BEAM-418-12V
12V Electric Lockoff/ Large Filter

BEAM-FL219
12V Electric Lockoff

BEAM-RKFLK-219
Repair Kit For FL219

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

BRKT-38
Universal Bracket For Regulator/Lockoff

BRKT-TB-260T
Toggle Clamp For Toyota

BRKT-98
Gas Sending Cover PlateLarge

BRKT-TB-2
Horizontal Tank Bracket

BRKT-99
Gas Sending Cover PlateSmall

BRKT-TB-3
Vertical Tank Bracket

BRKT-119
Universal Mounting Bracket For JB & VFF

BRKT-667
Throttle Cable Bracket For Toyota 4P/4Y/5K Engine

BRKT-260
U Shaped Universal Bracket For Model J & VFF-30

BRKT-97
Hose Clamp Bracket

10

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

BRKT-2099-A
Universal Bridge Plate Assembly No Drilling/ Counter Weight

BRKT-76
Universal Bracket For JB & VFF

BRKT-269
Square Washer For BRKT-2099-A

BRKT-92
Universal Bracket For JB & VFF

BRKT-TB2-60
Toggle Clamp
AC491751 CT311011 MBMIC0053084 AC4991752

OEM PART #S
AC4991753 BKTB2-60 HY163446 WM35P3134 CL747729 HY196297 YT058880100

CT9326501430 DW311011 MB93265NILPG00-TB602 01430

BRKT-19
Throttle Return Spring Bracket

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

11

CARBURETORS
CARB-CA55-171
For Toyota 4, 5, 6 & 7 Series W/ 4Y Engine. Also Fits Mazda FE Engine 2 Stud Air Horn

CARB-CA55-542
Carburetor For Toyota 4P Or 5R Engine 2 Stud Air Horn 2-3/8 C-C

CARB-746
CA100 Upgrade For All Nissan H20-II/H25 Engines W/ 83mm Intake. 30mm SAE Flange 83mm C-C Offset 2-1/16 Air Horn

CARB-677
For TB42 Nissan Engine 2-11/16 C-C

CARB-CA125-76-2
Nissan H20 Old Style 1-1/4 SAE Flange 2-11/16 C-C 80mm Air Horn (Could Also Have 4 Bolt Pattern)

CARB-675A
Nissan H-20 Eng. 53mm C-C CA100 Version 2-1/16 Air Horn

CARB-CA100-124
F01-NF02 Nissan J-15 Engine

CARB-MI125
Impco MI-125, H20/A15 Nissan Eng. 53mm C-C 43mm C-C

12

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

CARBURETORS
CARB-MI131
H20, CA55 Series Old StyleReplaces CARB-CA125-76-2

CARB-CA100-64G
Carburetor Mitsubishi 4G53/54/63/64

CARB-MI173
H20II/25 CA55 Version

CARB-107
LP Carburetor Waukesha D155/176 Engine

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

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THROTTLE BODYS
G-AT2-3
Throttle Body 1-1/4 SAE, 2-11/16 C-C

G-AT2-16-1
Throttle Body 1-1/4 & 1-1/2 SAE Flange 2-11/16-2-15/16 C-C

G-AT2-4-2
Throttle Body 1-1/2 SAE, 2-15/16 C-C

IMP-AT2-25 IMP-AT2-1
3/4 SAE Flange 2-1/4 C-C 3/4 SAE Flange, 2-1/4 C-C

IMP-AT2-26
1 SAE Flange, 2-3/8 C-C

G-AT2-2-5
1 SAE Flange 2-3/8 C-C

IMP-AT2-27
1-1/4 SAE Flange, 2-11/16 C-C

IMP-AT2-44
53mm C-C Flange

G-AB1-24-1 IMP-BT2-11
1-1/4 Duplex Flange 1-7/8 x 3-3/4 C-C Throttle Body, 2 Barrel, No Flange Fits: IMP-BT2-11 IMP-BT2-12 G-BT2-13

IMP-BT2-12
1-1/2 Duplex Flange 2 x 3-11/16 C-C

G-BT2-13
Duplex Flange Holly W/ Gasket 3-7/16 x 5-1/8 C-C

14

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

MIXERS
IMP-CA55-256L
Impco CA55-256L 1-7/8 AH W/ Lifter

IMP-CA125
Impco CA125M-2 Mixer Assembly ONLY

IMP-CA55-258L
Impco CA55-258L 2-1/16 Air Horn, 2-1/16 Hose, Dual Fuel, W/ Lifter

IMP-CA100M-1
Impco CA100M-1 Mixer, 1-1/2Airhorn

IMP-CA55M-1
Impco CA55M-1 1-1/2 Mixer

IMP-CA100M-2
Impco CA100M-2 Mixer, 1-7/8Airhorn

IMP-CA55M-2
Impco CA55M-2 1-5/8 Mixer

IMP-CA100M-3

IMP-CA100M-4

Impco CA100M-3 Impco CA100M-4 Mixer, 2-1/16Airhorn Mixer, 2-5/16Airhorn

IMP-CA55M-4
Impco CA55M-4 1-7/8 Mixer

IMP-CA55M-5
Impco CA55M-5 2-1/16 Mixer

IMP-CA300M
Mixer for Dual Fuel Operations of Gasoline/LP Engines100-400 CID

IMP-CA200M-1
Impco 200M-1 2-5/8 Air Horn

IMP-CA200M-2
Impco 200M-2 3-1/16 Air Horn

IMP-FT60M-3-3
Impco FT60M-3-3 Tamper Mixer, 2-1/16 Air Horn

IMP-CA225M
Impco 225M Mixer, Hydrin

IMP-CA55M-500
Impco CA55M-500 Mixer

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

15

ADAPTERS

G-A9-7
Nissan H20 Carburetor Adapter 2-11/16, 53mm For CARB-675A

G-A3-31
Adapter, 2-5/16 Air Horn O.D., Fiber

G-A2-38
Adapter 1-7/8 Air Horn

G-A2-39
Adapter 2-1/16 Air Horn

G-A2-41
Adapter 2-5/16 Air Horn

G-A2-35
Impco A2-35 Adapter, Air Horn, Toyota, CA55-500 Series 4P & 5R Engine

G-A2-59 G-AA3-32-1
Adapter Assy. CA100M/CA200M For G-AB1-24-1
(see page 14)

43mm Air Horn, CA55-500

G-AS3-10
90 Adapter Cross Flange For CA100/CA125 Mixers

G-AA3-32-2
Adapter Assy. CA100 Throttle Body To CA200 Mixer

G-A2-39-1
Adapter 2-1/16 O.D. 2-1/2 Long, Fiber

G-A3-28
Adapter 3-1/16 Hose CA200M/CA225M

G-A3-30
Adapter 2-5/8 Hose CA200M/CA225M

IMP-AB4-2
Bracket Assembly Boden Wire CA100M/CA125M

IMP-AB4-1
AB4-1 Bracket Assemby Boden Wire CA200M/CA225M Series

16

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LEVERS
G-AL1-25-1
Spring Loaded Lever Assy, 1/4 Shaft

G-AL1-31
Lever Assy. 1/4 Shaft Clamp

G-AL1-25-2
Spring Loaded Lever Assy. 5/16 Shaft

G-AL1-33
Lever Assy. 5/16 Shaft Clamp

IMP-AL1-26-1
Impco AL1-26-1 Lever Assembly Floating, 1/4 Shaft

G-AL1-31-124
Lever Assy. W/ Swivel 1/4 Shaft Clamp J15 Engine

IMP-AL1-27-1
Impco AL1-27-1 Lever Assembly Floating, 5/16 Shaft

G-AL1-33-76
Lever Assy. W/ Swivel 5/16 Shaft H20 Engine

SHAFTS/BALL STUDS

G-S5-2
Throttle Shaft, 5/16 Dia., 5 Long

G-S3-31
1/4 Ball, Stud 10-32 Thread Throttle Return Spring

G-S3-34
5/16 Ball, Stud 1/4-28 Thread

G-S5-6
Throttle Shaft, 1/4 Dia., 4-3/4 Long

G-S5-7
Throttle Shaft, 5/16 Dia., 5-1/4 Long

G-AS2-50-1
1/4 Shaft

G-S5-11
Throttle Shaft, 5/16 Dia., 6-1/8 Long

G-S2-50
Return Spring

G-AS2-50-2
5/16 Shaft

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

17

BELL TOPS/AIR FILTERS


CA125 BELLTOPS CA225 BELLTOPS

G-C1-4
C1-4 Cover For G-F1-8

G-A2-7
2-5/8 Air Horn

G-A2-2
5-1/8 Air Horn

G-A2-8
2-5/16 Air Horn

G-A2-3
2-5/8 Air Horn

G-A2-6
3-1/16 Air Horn

G-F1-8
Filter Element For CA300 Mixer

G-A2-9
2-7/32 Air Horn

IMP-A2-33
80mm Air Horn

IMP-A2-34
54mm Air Horn

G-F1-15
Air Filter For CA425 Mixer Or CA450 Mixer 400CFM

G-F1-1
Filter Element For CA225 Mixer

G-F4-2
Vacuum Fitting 1/4-28-1/4 Hose

IMP-C1-28
Air Filter Cover For G-F1-5

G-F1-5
Filter Element For CA125 Mixer

18

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

ELEC-45
BN-SR80 Nylon Receptacle 18-22 Gauge

ELEC-52
Ring Tongue Terminal For 3/8-18 Gauge-Nylon 18-22 Gauge

ELEC-46-1
Female Quick Disconnect 18-22 Gauge

ELEC-54
16-14 Gauge Ins. Connector 18-22 Gauge

ELEC-46
Male Quick Disconnect 18-22 Gauge

ELEC-56
T250 T-Top Connector 18-22 Gauge

ELEC-47
BP-SP56 Male Bullet Connector 18-22 Gauge

ELEC-73-1
20 Amp Fuse

ELEC-49
BP-R10 Ring Tongue Terminal 18-22 Gauge

ELEC-73
GFH Glass Fuse Holder

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

19

ELEC-76
AP-R65 18-22 Gauge Ring Terminal

ELEC-250
16 Gauge WireRed

ELEC-77
BP-R145 18-22 Gauge

ELEC-253
16 GPT WireYellow

ELEC-94
Toggle Switch 3-way (On-Off-On)

ELEC-254
16 Gauge WireBlack

ELEC-257
SL-14 1/4 Split Loom

ELEC-255
14 Gauge WireWhite

20

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

LOCKOFF-111
12V Gasoline Shutoff Valve 1/8 NPT

LOCKOFF-151
LP-Gas Shutoff Solenoid W/ Out Barrier Strip 1/4 NPT

LOCKOFF-121
12V Electric Solenoid 180 1/4 NPT

LOCKOFF-152
Inline LP Filter Shutoff W/ Out Ground Coil 1/4 NPT

LOCKOFF-123
12V Electric Solenoid 90 1/4 NPT

LOCKOFF-173
1/2 Electric Low & High Pressure 90

LOCKOFF-142
12V Solenoid Valve LP Gas Filter Shutoff 1/4 NPT

LOCKOFF-418B
Filter Lockoff Valve 1/4 NPT Larger Filter Capacity

LOCKOFF-RK142
Filter & O-Ring For Lockoff 142

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

21

FITT-1/8-10111/8 Pipe Slotted Head Plug FITT-1/4-11551/4 Pipe Slotted Head Plug

FITT-1/4-11011/4 Male Pipe Plug Hex Head FITT-3/8-13013/8 Male Pipe Plug Hex Head FITT-1/8-10181/8 Pipe Coupling FITT-1/4-11021/4 Pipe Coupling

FITT-1/8-10191/8 Pipe x 1/4 Hose 90 Brass FITT-1/8-10201/8 NPT x 3/8 Vac 90 Brass FITT-1/8-10211/8 NPT x 3/16 Hose, Elbow, Brass FITT-1/8-10161/8 NPT x 3/16 Hose I.D. Hose Barb FITT-1/8-10171/8 Pipe x 1/4 Hose 180 Brass FITT-1/8-10321/8 Pipe x 5/16 Hose Barb FITT-1/8-10021/8 Pipe 45, Street Elbow FITT-1/4-11061/4 Pipe 45 Street Elbow FITT-1/8-10011/8 Pipe Street Tee FITT-3/8-13353/8 Pipe Street Tee FITT-1/4-11041/4 Pipe Street Tee

22

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

FITT-3/8-13063/8 Pipe x 5/8 Hose Elbow FITT-1/4-11031/4 Pipe x 5/8 Hose Beaded Barb Elbow FITT-1/4-00591/4 NPT x 1/2 Hose Brass Elbow FITT-1/2-14091/2 Pipe x 5/8 Hose Beaded Barb Elbow FITT-1/8-10411/8 Pipe x 1/4 Tube 45 Elbow FITT-3/8-13023/8 Pipe x 3/8 Tube 45 Elbow FITT-1/4-11051/4 x 3/8 Flare 45 Brass FITT-1/8-10381/8 Pipe x 1/4 Tube Male Elbow FITT-1/4-11071/4 NPT x 3/8 Flare 90 Brass FITT-3/8-13033/8 NPT Male x 3/8 Flare 90 Brass FITT-1/2-14111/2 Pipe x 3/8 Tube Male Elbow FITT-1/8-10041/8 Pipe Hex Nipple FITT-1/8-10131/8 x 2 Long Nipple FITT-1/8-10311/8 x 2-1/2 Long Nipple FITT-1/4-11091/4 NPT Nipple FITT-1/4-11101/4 NPT Male Pipe 2 Long Brass FITT-1/4-11111/4 Pipe x 2-1/2 Long Nipple FITT-1/2-24021/2 x 2 Black Nipple

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

23

FITT-1/8-10031/8 Pipe 90 Street Elbow FITT-1/4-11121/4 NPT Male x 1/4 NPT Female 90 Brass FITT-3/8-13323/8 Pipe 90 Street Elbow FITT-1/2-14071/2 Pipe 90 Union Elbow FITT-1/4-11001/4 Pipe x 1/8 Pipe Bushing FITT-3/8-13003/8 Male Pipe x 1/4 Female Pipe Bushing FITT-1/2-14011/2 Pipe NPT x 3/8 Pipe Bushing Brass FITT-3/8-13053/8 NPT x 5/8 Hose Beaded Barb FITT-3/8-13073/8 NPT x 1/2 Hose 180 Brass FITT-3/8-13083/8 Pipe x 3/4 Hose Barb FITT-1/2-14021/2 Pipe x 5/8 Beaded Hose Barb FITT-1/2-1402-11/2 NPT x 5/8 Hose Nylon
Straight Hose Nipple

FITT-1/2-14081/2 Male Pipe x 1/2 Hose Barb FITT-1/8-10441/8 Pipe Connector x 1/4 Tube FITT-1/4-11081/4 Pipe x 3/8 Flare 180 Brass FITT-3/8-13043/8 Pipe x 3/8 Flare 180 Brass FITT-1/2-14101/2 Pipe x 3/8 Tube Male Connector FITT-1/4-11251/4 Pipe x 3/8 Tube x 1/8 Female Pipe
(Used In SAFETY-LFK)

FITT-3/8-13293/8 Tube x 5/8-18 Straight Thread


5/8 Hex Union
Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

24

FITT-3/8-13383/8 Tube Union Tee

FITT-3/8-13393/8 Tube Cross

FITT-3/8-13203/8 Pipe x 5/8 Hose Barb 45 Elbow

FITT-1/8-10141/8 F-NPT 90 Union FITT-1/4-11191/4 Pipe 90 Union Elbow FITT-3/8-0020-13/8 NPT x 5/8 Hose I.D. Nylon Elbow FITT-1/2-0021-11/2 NPT x 5/8 Hose I.D. Nylon Elbow FITT-1-0033-11 NPT x 1 Hose Nylon Elbow N-B-10005/16 x 18 x 1-1/4 Milled Stud Type A N-B-10013/8-16 x 1-1/4 Milled Stud N-B-0706Metric Stud 75mm Double End N-B-11031/4-20 x 3/4 Hex Head Bolt N-B-11041/4-20 x 1 Hex Head Bolt N-B-11051/4-20 x 1-1/4 Hex Head Bolt N-B-11061/4-20 x 1-1/2 Hex Head Bolt N-B-11071/4-20 x 1-3/4 Hex Head Bolt N-B-11151/4-20 x 2 Z N-B-11201/4-20 x 3 Z
Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

25

N-B-12075/16-18 x 3/4 Hex Head Bolt N-B-12085/16-18 x 1 Hex Head Bolt N-B-12095/16 Hex Bolt 1-1/4 Long N-B-12105/16-18 x 1-1/2 Hex Head Bolt N-B-11001/4-20 Hex Finish Nut N-B-13003/8-16 Hex Finish Nut N-B-15001/2 Nut N-B-11011/4 Split Lock Washer N-B-13033/8 Split Lock Washer N-B-15011/2 Split Lock Washer N-B-11021/4 SAE Flat Washer N-B-13053/8 SAE Flat Washer N-B-15031/2 SAE Flat Washer N-B-13073/8-16 x 1 Hex Head Bolt N-B-13083/8-16 x 1-1/4 Hex Head Bolt N-B-13123/8-16 x 2 YZ8 Hex Head Bolt N-B-13133/8-16 x 2-1/2 YZ8 Hex Head Bolt N-B-11141/4-20 x 1/2 Flat Head Bolt Phillips Head N-B-113312-24 x 3/4 Flat Head Screw N-B-13103/8 Countersink Bolt

26

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

GARR-KN-2
Low Pressure Regulator W/ Primer

LP/Natural Gas Adapter For Small Engines *Call With Engine*

GARR-011-01
Idle Control

GARR-083-99
Model 083 Repair Kit For GARR-083-11

GARR-083-11
10 P.S.I. Air Cooled Regulator For Liquid Withdrawal Systems

GARR-RK074-99
Repair Kit For S2 Regulator

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

27

Model J Series - Blue Spring Regulator/Vaporizer Silicone Two-Stage Converter 100 H.P. LP-Gas

G-JB-2

W/ PRIMER BUTTON

OEM Part Numbers

Also available:

(For G-JB-2)

G-JO-2
Orange Spring Regulator/ Vaporizer W/ PRIMER BUTTON

**CASE LOT SPECIALS** Call today!!

AC-4830760-7 AC-4884393 AC-74830760 AC-74884393 ALC 4830760 BK104544 CAT-7N250 CL-2314377 CL-2360140 CT7N0250 CT7N250 HY-195193

HY196193 HY213549 HY-3004376 HY-3004378 HY-3004951 LPG-1019 LPG-1020 LPG-1265 LPG-1278 LPM-2336000 MB93165-03100 MB93165-13100

Promatch-7N0250 TO-1W8462 TO-7N250 TO-9316503100 TO-9316513100 YAL 517079800 YAL 530044800 YAL 095002600 YT-5170798-00 TY-8050028 YT905002600 UNIS 3052059

G-RK-J-2
Silicone Repair Kit For Model J Series Silicone

G-VFF30-2
Model VFF30 Series Vacuum Fuelock Filter Silicone

G-RKVFF30-2
RK-VFF-30-2 Silicone Repair Kit

G-F1-10
Filter Pad & Gasket For the VFF30

28

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

G-EB-2
Model E Series Two-Stage Converter 325 H.P. LP-Gas Silicone

G-RK-EB-2
Repair Kit For Model E Series Silicone

G-SE-KN-2
Low Pressure Regulator W/ Primer Button Silicone

G-RK-LB
Repair Kit For Model L Series Hydrin

G-RK-CA50/55
Repair Kit For CA50/55 Series

G-RK-COBRA
Repair Kit For Cobra, Silicone

G-CA100M
CA100M Mixer Less Air Horn Silicone
*See Additional Air Horns On Page 16*

G-CA125M-2
CA125M-2 mixer Silicone Diaphragm
*See Additional Bell Tops On Page 18*

G-AV1-14-4
Air Valve For CA100/125 Carburetor Silicone

G-RK-AV1-14-4
Repair Kit For CA100/125 Carburetor Silicone

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

29

G-D1-17-2
Air Valve Diaphragm For CA100/125 Carburetor Silicone

G-CA200M-2
CA200M Mixer Less Air Horn
*See Additional Air Horns On Page 16*

G-D1-16-2
Silicone Diaphragm 200/225 Yellow

G-AV1-12-2
Air Valve For CA200/225 Carburetor Silicone

G-CA225M-2
CA225M-2 Mixer (Silicone)

G-CA300A-M-50
CA300A-M-50 Mixer

G-CA55M-500
CA50/55M-500 MIXER
*See Additional Air Horns on Page 16*

G-RK-CA300MA-2
RK300MA-1/20-2 Major Silicone

30

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

GOV-H20-II
80mm, 3-1/8 Offset Governor For Nissan H20-II & H25 Engine

GOV-TY-2F-3F
Governor Toyota 2F/3F Engine 211/16 C-C OEM PART #S
TY2630077004-71 TY265007702-71 TY2630096051-71

GOV-H20-53mm
Governor Nissan Engine 53mm Intake OEM PART #S
TCM-19100K9000 NI19100H01 NI19100K900 NI19100OOH73 K019100K9000

GOV-4P-5R
Governor, Toyota 4P/5R Engine

GOV-MIT
Governor for Mitsubishi 4G54/4G63/4G64 Engines W/ Solex Carb (4 Bolt Intake) OEM PART #S
3768087 MD190798

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

31

LPG HIGH PRESSURE HOSE & FITTINGS FOR USA NOT CANADA
HOSE-HP-#4
1/4 I.D.

NOTE: Sold In 25 FT. Section


HOSE-HP-#6
5/16 I.D. (Most Common)

HOSE-HP-#8
1/2 I.D.

FITT-1/4-14 FITT-1/4-8
1/4 Tube x 1/4 Hose SAE # 4 1/4 Male x 3/8 Hose SAE # 6

FITT-3/8-15
3/8 Tube x 3/8 Hose SAE # 6 (Most Common)

FITT-3/8-12
3/8 Tube x 3/8 Hose SAE # 6 (90)

FITT-1/2-18
1/2 Tube x 1/2 Hose SAE # 8

FITT-3/8-13
3/8 Tube x 3/8 Hose SAE # 6 (45)

32

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

1/4 WATER HOSE & FITTINGS

HOSE-WAT-1/4
(Sold In 25 Feet Increments)

FITT-1/4-2
1/4 Female x 1/4 Hose Push Lock

1/4 Water

FITT-1/4-48
1/4 Pipe x 1/4 Hose Push Lock

FITT-1/4-1154
1/4 Male x 1/4 Male Union Push Lock

1/2 WATER HOSE & FITTINGS

HOSE-WAT-1/2
(Sold In 25 Feet Increments)

1/2 Water

FITT-1/2-60
1/2 Male x 1/2 Male Union Push Lock

5/8 WATER HOSE & FITTINGS

HOSE-WAT-5/8
(Sold In 25 Feet Increments)

5/8 Water

FITT-5/8-46
5/8 Male x 5/8 Male Hose Union Push Lock

ACC-WAT-Y-5/8
5/8 x 5/8 x 5/8 Water Y-Nylon

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

33

3/8 WATER HOSE & FITTINGS

HOSE-3/8
3/8 I.D Push Lock hose
(Sold In 25 Feet Increments)

FITT-3/8-6
3/8" Female x 3/8" Hose SAE JIC 45 Swivel

FITT-1/2-7
1/2" Female x 3/8" Hose SAE JIC 45 Swivel

FITT-1/4-1
1/4 Male x 3/8 Hose Push Lock

FITT-3/8-47 FITT-3/8-3
3/8 Male x 3/8 Hose Push Lock 3/8 Tube x 3/8 Hose Push Lock (45)

FITT-1/2-4
1/2 Male x 3/8 Hose Push Lock

FITT-3/8-45
3/8 Tube x 3/8 Hose Push Lock (90)

FITT-3/8-5
3/8 Hose x 3/8 Hose Hose Union

34

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

VAPOR HOSE W/ WIRE SUPPORT (Very Flexible) NOTE: Sold In 25 FT. Section

HOSE-VAP-1/2
1/2 I.D. Vapor Hose W/ Wire

HOSE-VAP-3/4
3/4 I.D. Vapor Hose W/ Wire

HOSE-VAP-5/8
5/8 I.D. Vapor Hose W/ Wire

HOSE-VAP-1
1 I.D. Vapor Hose W/ Wire

VACUUM HOSE NOTE: Sold In 50 FT. Section

HOSE-VAC-1/4
1/4 I.D. Vacuum Hose

HOSE-VAC-5/32
5/32 I.D. Vacuum Hose

HOSE-VAC-3/16
3/16 I.D. Vacuum Hose

HOSE-VAC-7/32
7/32 I.D. Vacuum Hose

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

35

IMP-JB
Impco JB Hydrin Diaphragm -No Primer Button

IMP-RK-J
Repair Kit For Impco Model JB Hydrin

**SEE PAGE 27 FOR GENERIC VERSION W/ PRIMER BUTTON!**

IMP-PJ
Positive Pressure Model J Repair Kit: IMP-RK-PJ
(Not Shown)

IMP-VFF30
Impco VFF-30 Lockoff Filter Hydrin

IMP-VFF30-24-2
Vacuum Lockoff W/ Electric Primer Repair Kit: IMP-RK-VFF30-2
(Not Shown)

IMP-RK-VFF30
Repair Kit For Impco VFF-30 Hydrin

IMP-EB
Impco EB Reg./Vap. Hydrin diaphragm

IMP-RK-E-2
Repair Kit For Impco Model E Regulator, Silicone

IMP-LB
Impco LB Regulator

IMP-RK-L
Repair Kit For Impco Model LB Hydrin

36

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

IMP-CT425M
Impco CT425 Mixer

IMP-11A17
Vaporizer Air Cooled (Old J & S Regulator)

IMP-AV1-16
For CA425 Mixer Hydrin

IMP-11A27
Regulator Non-Adjustable Water Cooled (Old J & S Regulator)

IMP-AV1-16-2
For CA425 Mixer Silicone

IMP-AD1-28
Idle Diaphragm For CA425 Mixer

IMP-CA300M-20-1
CA300 Series Dual Fuel Mixer

IMP-RK300MA-50-70-1
Major Repair Kit For 50/70 Series (300 Mixer)

IMP-RK300MA-1-20-2
Major Repair Kit For 1/20 Series (300 Mixer)

IMP-RK-CA55
Repair Kit For Impco CA55

IMP-RK-COBRA
Repair Kit For Impco Cobra

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

37

IMP-A2-2
5-1/8

AIR HORN ADAPTOR CA225M SERIES

IMP-A2-3
2-5/8

IMP-PEV-1
Impco PEV-1 Natural Gas Regulator

IMP-A2-6
3-1/16

IMP-AV1-30115
FT60M-3-3 Feedback Air Valve, Silicone

IMP-AV1-25590
CT60M-3 Standard Air Valve, Silicone

38

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

IMP-SPEC-CS4
Spectrum Regulator W/ O Ring Kit

IMP-CT60M-3
Mixer Assy. CT60 2-1/16 Air Horn

IMP-FT60M30741-52-001
Spectrum Mixer

IMP-FT60M30741-52-002
Spectrum Mixer

IMP-FT60M30741-52-003
Spectrum Mixer

IMP-FT60M30741-52-004
Spectrum Mixer

IMP-FT100M30828-52-001
Spectrum Mixer

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

39

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

ALLIS CHALMERS
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-AC-3 KP-AC-3 KC-AC-6 KP-AC-6 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-AC-31 KP-AC-31 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # FT/FTB/20/25/30 F/FP/FT/30/40/50 F/FP/60/70/80/100/200 FC 60/70/100 ACC 20/25/30 ACC 20/25/30 ACC 35/40/45/50/55 ACC 35/40/45/50/55 ACP 40/50 ACC 60/70/80 ACC 60/70/80 | ACP 60/70/80 ACC 100/120 AC 100 WEIGHT MATE PT 2024 AC 35/40/45 GP50XL F/FC/FP 60-200 ENGINE WAUKESHA ACG153 ACG230 ACG230 WAUKESHA FC133 CONTINENTAK F163 ACG153 CONTINENTAL F163 CONTINENTAL F163 ACG230 CONTINENTAL F245 ACG230 CONTINENTAL F245 CONTINENTAL RENAULT ACG427 MIT G420 ACG230

40

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

CATERPILLAR/TOWMOTOR
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-CAT-61 KP-CAT-61 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-CAT-76 KP-CAT-76 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # LT40/48/50/56/60/62/72 402/422/462/502 540/600/670/680 540/600/670/680/760/T60C/ T70C/T80C/T100C/T120C LT900 392 V160/V200/V225 V300/V35/V40/V45/V50/V55/ V60B T30/35/40/45/50/60B/ 12N1229 T165/180/200/225/250/300 T25/TC30 T25/TC30 390/400/420/460/480/500 B20 T30B/T30C/T35/T35B/T40B/ T40C/T45/T50B/T50C/T55B/ T55C/T350/T450 B20 ENGINE CONTINENTAL F124/Y112/ F163 CONTINENTAL F162/F163 CONTINENTAL F209 CONTINENTAL F226/F227 CONTINENTAL F226/F227 CONTINENTAL Y112 FORD 351 CONTINENTAL F163 CONTINENTAL F163 IH UV-304 CONTINENTAL F163 CONTINENTAL F163 CONTINENTAL F162/F163 FORD 302

1404 CAT/HERC HERCULES 6 CYL.

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

41

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

CATERPILLAR/TOWMOTOR
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-CAT-402 KP-CAT-402 KC-CAT-403 KP-CAT-403 KC-CAT-420 KP-CAT-420 KC-UNIVERSAL KP-UNIVERSAL KC-CAT-542 KP-CAT-542 KC-UNIVERSAL KP-UNIVERSAL KC-CAT-721 KP-CAT-721 MODEL # T100/T120/T150D T30D/V50D/VC60D/T40-T50D T30D/T40D/T50D V41B/V51/V51B/ V55B/V60B/V60C V60C/V60D/V80C/V80E/ V80D/T80D/R80 VC60DSA 30/40/50 T/TC/V/VC 30-60DSA GP 40 GC 12/15/18/20/30 ENGINE PERKINS 4-236 PEUGEOT 2.0L PEUGEOT CONTINENTAL F227 PERKINS 4-236 1404 CAT/HERC MITSUBISHI 6G72 V6 MITSUBISHI 4G63/4G64

CLARK
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-CL-103 KP-CL-103 MODEL # CLIPPER Y20/40/CE CAR LOADER CL UTILITRUCK Y60/70/80/100 CF 20/25 C20/25B/P20/25B C30/40/50B/IT-40 IT 40 ENGINE CONTINENTAL Y92 CONTINENTAL 124 CONTINENTAL 226 CONTINENTAL Y92/Y112 CONTINENTAL Y92/Y112 CONTINENTAL F162/F163 CONTINENTAL F162/F163

42

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

CLARK
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-CL-107 KP-CL-107 KC-CL-108 KP-CL-108 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-CL-113 KP-CL-113 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # C500 20/25/30/S30 C500-Y30 C500-30/35/40/45/ 50/55/Y355/560 C500-20/25/30/S30/ Y235/Y20-35 C300-Y40/50 YARD TRUCK C500Y&H SERIES 60-150 C500-60/70-80/S80/80/ 90/S100/CH80 C500-100/120/135 IT 60N TOW TRUCK C300-30/40/50/60/Y466/ Y356 SMALL TIRE, INDOOR GPX40E/50E/60E/70E GCS17 GPS 020/030 GCS17 GPS 020/030QQ GCS 30 GP1381 C500-Y50/80-120 ENGINE CONTINENTAL Y112 CONTINENTAL Y112 WAUKESHA D155G/D176 CONTINENTAL F162/F163 CONTINENTAL 163 CONTINENTAL F244/F245 CONTINENTAL F226/F227 CONTINENTAL F245 H225 CHRYSLER SLANT 6 FORD 300 6 CYL. CONTINENTAL F163 GM VORTEX 4.3L WAUKESHA D155/D176 CONTINENTAL F227 CONTINENTAL TM 27 PERKINS 4-236

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

43

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

CLARK
KIT # KC-CL-545 KP-CL-545 KC-CL-545-1 KP-CL-545-1 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # GCS-17/30 GPS-20/25/30 GPX GCS-17/30 GPS-20/25/30 GPX CY100-120 MEXICO GCS/GPS-17-30 DUEL FUEL GCS/GPS-17-30 DUEL FUEL ENGINE MITSUBISHI 4G54 MITSUBISHI 4G54 CONTINENTAL F245 CHEVY 292 MITSUBISHI 4G54 MITSUBISHI 4G54

DAEWOO
KIT # KC-CAT-542 KP-CAT-542 KC-UNIVERSAL KP-UNIVERSAL MODEL # G20-2/G20C-2 GC25S-2 G30-60 G20-2/G20C-2 GC25S-2 ENGINE CAT 1404 2.7L 163 CUI. 2.0L PEUGEOT

44

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

DATSUN/NISSAN
KIT # KC-DAT/NIS-122 KP-DAT/NIS-122 KC-DAT/NIS-124 KC-DAT/NIS-124 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # FOICO/FEC/C2000/ C3000/C2700/3500 FO2PO/FEP/P2000/ 3000/C2700/3500 C4B/C5B/C4/C5/P4B/ P4/P5B/P5/FG105 C2B/C3B/C2/C3/P2B/ P3B/P2/P3/CFG103 PO2C0/F02P0/C4000/C5000/ C6000/P4000/P5000/P6000 C7000/P7000/C8000/P8000/ C9000/P9000/FG107/FG007 HF03CO/C6000/ C7000/C8000 F03P0/P7000/ P8000/P9000 UF05 CPH01A10V/ COH01A13V CPH02A20V/ CPH02A25V CRGH02F30V/CRGH02F33V/ CRGH02F353V PH01A14V/PH01A15V/ PH01A18V/PH02A20V/ PH02A23V/PH02A25V RGH02A28V RGH2A30V AH01A10/15/VCP30 AH01M10/15/VCP30 NASH01 NOMAD ENGINE NISSAN J15 NISSAN J15 NISSAN H20 NISSAN D11 NISSAN H20 NISSAN H20 NISSAN H30 NISSAN P40 NISSAN P40 NISSAN H20 NISSAN H20 NISSAN Z24

NISSAN H20 NISSAN Z24

NISSAN A15

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

45

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

DATSUN/NISSAN
KIT # KC-H20 KP-H20 KC-H20 KP-H20 MODEL # KPH02A25PV P50KPH02A25V KH01/KH02/KCH01/ KCH02/KCPH01A15PV ENGINE NISSAN H20 NISSAN H20II/H25

HELI
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # FG40/50/60 FCG20/30/40 ENGINE NISSAN H20-II NISSAN A-15

HYSTER
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-HY-156 KP-HY-156 MODEL # YE/UE.HE S20/25/30A/ 20/25/30E S30/40/50 S60B/S70B/S80B/ S100B C OR H SERIES H30/40/50/60F H30/40/50/60H H150/180/ 200/250 ENGINE CONTINENTAL F163 CONTINENTAL Y112 CONTINENTAL F163 CONTINENTAL F227F245 CONTINENTAL G193 FORD 172/192 GMC V6 305-C

46

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

HYSTER
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-HY-171 KP-HY-171 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL-AIRSTEAM KP-UNIVERSAL-AIRSTEAM KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL-AIRSTEAM KP-UNIVERSAL-AIRSTEAM KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # H20/25/30E S30E/S40E/S50E/ S60E/S100E/S50F RC 150/160 SC180TC200 S125/150A S20A/S25A/S30A H20/25/30E P40/50A S35XL/S40XL/ S50XL/S60XL H&S 60E-120E H130F H/S70-150XL/XLS H35/60XL H&S60E-120E S125-150A H70XL/H155XL H40-65XM H40-65XM ENGINE CONTINENTAL Y112 GM 4-153 HERCULES JXE-3/ JXD-3/JXC CONTINENTAL F245 CONTINENTAL Y112 CONTINENTAL F135 CHEVY 4 CYL. 153/181 MAZDA VA 4-121 GMC 250 6 CYL. GMC V6 4.3L (CARB) MAZDA VA 4-121 GMC 250 STRAIGHT 6 CYL. CONTINENTAL F245 4.3L V6 VORTEC EFI GM 2.2L GM 2.2L

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

47

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

HYSTER
KIT # KC-HY-755 KP-HY-755 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # H40-60J H40XM/H50XM/H60XM S100A/S125A/S150A ENGINE GM 4-181 3.0L MAZDA FE PERKINS 4.236

KALMAR AC
KIT # KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-H20 KP-H20 MODEL # C-30 C&P 40/50/60 C30B/PS C35B/PS P30B/C/SN P40B/PS/SN/P50B C60B/PSP60B/ C/SN/P60B/PS/SN C80H/PS C100H/PS P80H/PS/P80YH/2/PS/SN P100H/PS/SN/P100H/2/PS/SN C40/PS/C50B/ PS, C50B/C P30/P35B/PS ENGINE NISSAN H20 NISSAN H20 NISSAN H20 TOYOTA 5K NISSAN H20 HERCULES G1600 NISSAN TB-42 NISSAN TB-42 NISSAN H20 NISSAN H20

48

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

KALMAR AC
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 MODEL # P150B BX SERIES,P40BX,P40BXH, P50BX,P50BXH,P60BXH, C40BX,C40BXH,C50BX, C50BXH,C60BXH ENGINE NISSAN TB-42

NISSAN H20-II/H25

KINGLIFT
KIT # KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 MODEL # 05-KFG/CPQ25 FG40/50/60 FG18/25 ENGINE NISSAN H20/53MM NISSAN H20-II NISSAN H20-II/H25

KOMATSU
KIT # KC-H20 KP-H20 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-H20 KP-H20 MODEL # FG10/15S FG20/25S-3 FG35/40-2 FG20/25/30S-4 FG20/25/30-8 FG15T-14 FG35/40/45-4 ENGINE NISSAN H20 NISSAN H20 NISSAN PPU241

NISSAN H20 NISSAN 40

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

49

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

KOMATSU
KIT # KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-KOM-677 KP-KOM-677 KC-KOM-677 KP-KOM-677 KC-H20 KP-H20 KC-H20 KP-H20 KC-KOM-677 KP-KOM-677 KC-KOM-677 KP-KOM-677 KC-H20 KP-H20 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL MODEL # FG33/3540/45/S4 FG14/15 FACTORY FG10S ZA FG15S/FG18S-15/ FG15H/FG18H ZA FG15C-15 ZA FG20/25-11 FG30SG/FG30G-11 FG35ST FG45ST-6 FG40/FG45ST FG40C-6 FG20S/25ST-11 ZB GG20/25-11 FG30ST/G45ST-6 FG40/45T-6 F40OC-6 FG25S/FG25S-11 FG15H/18H FG30S/30G ENGINE NISSAN P40 TOYOTA 4P STICK NISSAN H20 53MM NISSAN H20 53MM TOYOTA 5K NISSAN H20 53 MM HERCULES G1600 NISSAN TB-42 NISSAN TB-42 NISSAN H20 53MM NISSAN H20 53MM NISSAN TB-42 NISSAN TB-42 NISSAN H20 53MM NISSAN H20 HERCULES G1600

50

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

KOMATSU
KIT # KC-H20 KP-H20 MODEL # BX FG25/30ST-12 ENGINE NISSAN H20-II

MISCELLANEOUS KITS
PETTIBONE/MERCURY
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # 30GA/40GA/50GA 950 A30/TUG ENGINE CONTINENTAL F163/F162 FORD 6 CYL. FORD 300 CID 6 CYL.

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

51

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

MITSUBISHI
KIT # KC-MIT-328 KP-MIT-328 KC-MIT-721 KP-MIT-721 MODEL # FG14/15/18 FG20/23/25 FG30/FG35A GC12-13 ENGINE SATURN 4G33 4G38 ASTRON 4G52 4G54 MITSUBISHI 4G63/64

Ask If 2 Bolt or 4 Bolt Intake & External Governor

TAILIFT
KIT # KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 MODEL # FG18/20/25 FG18/20/25 FG25/30 ENGINE NISSAN H20 53 MM NISSAN H20-II/H25 NISSAN H20-II/H25

TCM
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # FGC10C/FG100/ FGC12C/FG14C/ 1973-1982 FG14T/FGC15T/ FG15C/FG15T/ FG18T/FGC18T FG14T/FGC15T/ FG15C/FG15T/ ENGINE NISSAN D11

NISSAN J15 NISSAN A15

52

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*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

TCM
KIT # KC-TCM-246 KP-TCM-246 KC-TCM-247 KP-TCM-247 KC-H20 KP-H20 KC-H20 KP-H20 KC-H20 KP-H20 KC-UINIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # FCG10/15/18/N6 FG10/14/15/18/N15 FG20/23/25/28 N6/N3/4/5/6/ FCG20T FG20/23/25/N1/N2 FG28/30/N7 FB30/35/N4 FHG30/35/36/N8 FG10/14/15/18/N16 FG20/23/25/N25 FG20/25/T-7 ALPHA SERIES F625/N5T/N6T F9-700 SERIES ENGINE NISSAN J15 NISSAN J15

NISSAN H20 NISSAN H20 NISSAN H20 NISSAN H30 NISSAN H30 NISSAN A15 NISSAN H20 MAZDA F2 NISSAN JH20-II TOYOTA 4Y

TOYOTA
KIT # KC-TOY-220 KP-TOY-220 MODEL # 01-02-2FG/FGC/ 3FG/32/35/40/45 (1978) ENGINE 2F/3F 6 CYL.

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53

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

TOYOTA
KIT # KC-UNIVERSAL KP-UNIVERSAL MODEL # FGA 7/9 1976-1981 02FG/42-4/40-2/42-2/43-2/ FG/FGC-10/15/20/23/25/30/ 35/40, 01-02-2/32.35/40/ 4FGC20/23/25 2FG10-25 FG 30 5FG10/14/15/18/ 40-5FG25/42-5FG25 42-6FGCU15-18 ENGINE TOYOTA 3P/4P

KC-TOY-329 KP-TOY-329 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-TOY-4Y/5K KP-TOY-4Y/5K KC-TOY-4Y/5K KP-TOY-4Y/5K

TOYOTA 4P/5R TOYOTA 3P/4P TOYOTA 5P TOYOTA 4Y TOYOTA 4Y/5K

WHITE/MOBILIFT
KIT # KC-UNIVERSAL KP-UNIVERSAL MODEL # WC/MA20/25/30 ENGINE WAUKESHA FC135

54

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*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

WHITE/MOBILIFT
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # LARGE INTAKE WC/MA30/40/50 SMALL INTAKE WC/MA30/40/50 WC/MA60/70 MY40/50/60/70/80 WC/MA80/90/100/120 MY40B/50B/60B/70B/ 80B/MY100/120/140 ENGINE CONTINENTAL F163 CONTINENTAL F163 CONTINENTAL F163 MOLINE 220 CONTINENTAL F227 CHRYSLER SLANT 6

WORLDLIFT
KIT # KC-WL-391 KP-WL-391 KC-H20 KP-H20 KC-UNIVERSAL KP-UNIVERSAL MODEL # WFG 18/20/25 WFG/WFGC 40,50,60 WFG,WFGC 25,30,35 ENGINE NISSAN H20-II/H25 NISSAN H20-II NISSAN A-15

YALE
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-YA-280 KP-YA-280 MODEL # KG51 G51C 030/040/ 045/050/060 ENGINE CHRYSLER 230 6 CYL. FLAT HEAD INC. 30 CONTINENTAL F163

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

55

*NOTE: KC = COMPLETE LPG KITLESS TANK KP = UNDER HOOD KIT ONLYLESS TANK*

YALE
KIT # KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-YA-286 KP-YA-286 KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL KC-UNIVERSAL KP-UNIVERSAL MODEL # C51P,G51P,L51C G82C G83C/L/P/S/ L83C/L/P/S GLC/CLP/020/030/ 040/050 SIDE DRAFT GLC/CLP/020/030/ 040/050/060 DOWN DRAFT GP-040-RAJ P SERIES GP/GC 060-120 GTC 060 GC 040/060RD/RE GC 050 RCJAE083 GC 040-060 RCJ GP 040/060 RBJ GP-050TFN UAE086 GP-040/050/060 GLC30CD ORED GLP70-80LF/ 100-110MF ENGINE H230 CHRYSLER 6 CYL. IND. 30 1H135 H225 CHRYSLER SLANT 6 MAZDA UA

MAZDA VA H225 CHRYSLER SLANT 6 FORD G192 MAZDA FE MAZDA VA DOWNDRAFT MAZDA VA DOWNDRAFT MAZDA FE/ F2 ENINGES MAZDA D5/ FE CHRYSLER V6 3.9L 239 CID

56

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

PLEASE BE VERY ACCURATE TO INSURE A CORRECT FIT.


1. 2. 3. 4. 5. 6. 7. 8. Make , Model , Engine

Is the manifold a two or four bolt pattern? Center-to-Center on manifold studs . Be very specific and accurate. This is a crucial measurement. If wrong, carburetor will not fit manifold. Do you need vacuum advance on throttle body? What is the out-side diameter of the air horn on the carburetor? Does the carburetor have single or double linkage? Do you need a ball stud on the carb lever? Does the engine have a governor? If so, is it a velocity or mechanical governor?

9.

Is the existing carburetor straight or 90 degree elbow?

10. Is this carbureted or E.F.I. engine? 11. Is the engine water cooled or air cooled? 12. How many cylinders? PLEASE INCLUDE THE FOLLOWING SO WE MAY CONTACT YOU: COMPANY NAME: CONTACT PERSON: TELEPHONE: ANY ADDITIONAL INFORMATION YOU FEEL WOULD BE HELPFUL:

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

57

Top View

STEEL LPG TANKS


LIQUID (Complete) VAPOR (Complete)

TANK-20-S-L
20 LB. Liquid Withdrawal

TANK-20-S-V
20 LB. Vapor Withdrawal

TANK-33-S-L
33 LB. Liquid Withdrawal

TANK-33-S-V
33 LB. Vapor Withdrawal

TANK-43-S-L
43 LB. Liquid Withdrawal 20 LB. 33 LB. 43 LB.

TANK-43-S-V
43 LB. Vapor Withdrawal

Top View

ALUMINUM LPG TANKS


LIQUID (Complete) VAPOR (Complete)

TANK-20-A-L
20 LB. Liquid Withdrawal

TANK-20-A-V
20 LB. Vapor Withdrawal

TANK-33-A-L
33 LB. Liquid Withdrawal

TANK-33-A-V
33 LB. Vapor Withdrawal

TANK-43-A-L
43 LB. Liquid Withdrawal 20 LB. 33 LB. 43 LB.

TANK-43-A-V
43 LB. Vapor Withdrawal

58

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

Top View

MANCHESTER TANKS
*VAPOR WITHDRAWL ONLY*

TANK-B-20V
20 LB. Pol Valve

TANK-B-30V
30 LB. Pol Valve

TANK-B-40V
40 LB. Pol Valve 20 LB. 30 LB. 40 LB.

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

59

REGO-7141F
Female Coupling
AC4738548 BK101411 BK9Y11863 CL655335 CL715976 CL866176 CT045019 CT1015874 CT45019 CT9316503600

OEM PART #S
CT9316503800 DW045019 DW45019 GA557-04 HY97999 MB1015874 MB9316503600 MB9316503800 MBMDI-700050 MBMIC0053011 NI78001-7141F WM35A9482 YT054966300

REGO-7141M
Male Connector
AC4737405 BK9Y11864 CL715977

OEM PART #S
CT49099 GA557-03 HY124010

MBMIC0053089 MB9316503500 NI780017141M

WM35A9481 YT05496640

REGO-3125L
Hydrostatic Relief
AC4721342 AC4855696 BK101410 BK43W1059X BK43W10594X CL655336 CL866181

OEM PART #S
CL866277 CT034609 CT34609 DW034609 DW34609 GA556-01 HY101809 MB9316503900 NI1790890H70 YT019299600

REGO-7513-25 REGO-0208
Yellow Replacement Fill Valve Cap For REGO-7647SC Inner O Ring For 7141M (25 per package)

REGO-7141M-3R
Outer Gasket For 7141M (25 per package)

REGO-8545AK
Pressure Relief Valve

REGO-2697-20R
Outer Gasket For 7647SC (20 per package)

60

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

REGO-7647SC
Quick Fill Valve OEM PART #S
CT973950 CL923876 HY200807 RE7647SC

REGO-0206
80% Stop Bleeder Valve W/ Stem

REGO-3165CP
80% Stop Bleeder ValveNo Stem

REGO-9101P5H
Service Valve 3/8 NPT

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

61

SAFETY-14
Amber Strobe 12-80V Diameter 3-7/8 Height 5

SAFETY-16
Replacement Bulb For SAFETY-14

SAFETY-20
Red Strobe Lens For SAFETY-14

SAFETY-19
Amber Strobe Light For SAFETY-14

SAFETY-1
Amber Strobe 12-80V Diameter of 5

SAFETY-8
Red Strobe Lens For SAFETY-1

Determine Centered/Offset Prong BEFORE Ordering.

SAFETY-6 SAFETY-9
Amber Strobe Lens For SAFETY-1 Replacement Bulb For SAFETY-1
(Centered Prong)

SAFETY-6-1
Replacement Bulb For SAFETY-1
(Offset Prong)

SAFETY-0
12V Tractor Light Heavy Duty Shock Resistant

SAFETY-3
12V Tractor Light Bulb Replacement bulb For SAFETY-0

62

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

SAFETY-5
Strobe Mounting Bracket for SAFETY-1

SAFETY-15
Strobe Cage For SAFETY-14

SAFETY-4
12V Tractor Light BracketHeavy Duty

SAFETY-7
Strobe CageShort

SAFETY-PL-20RC
Pilot Light For Low Fuel Light Kit
*See Page 64*

SAFETY-10026
12V Amp Meter Gauge Complete W/ All Hardware Needed

SAFETY-10024
12V Water Temperature Gauge Complete W/ All Hardware Needed

SAFETY-10025
12V Oil Pressure Gauge Complete W/ All Hardware Needed

SAFETY-158
HOBB 2 Screw Black Hour Meter

SAFETY-159
HOBB 3 Screw Black Hour Meter

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

63

SAFETY-160
HOBB Chrome Hour Meter

SAFETY-79
HOBB 40lb. Pressure Two Prong

For Low Fuel Light Kit

SAFETY-22
Back-Up Alarm 12-48 Volts 97 Decibels

SAFETY-80
HOBB 3-4lb. Oil Pressure Switch

SAFETY-VAC-SW
12V Vacuum Safety Switch Used When Electric Solenoid Is Used

SAFETY-81
HOBB 10lb. Pressure Switch

SAFETY-LFK
Low Fuel Light Kit This gives the driver time to switch tanks before running out of fuel. Can also purchase SAFETYBUZZ-12V for both dash light & buzzer

SAFETY-110
HOBB Switch Boot 5000 Ser Neoprene Boot For Pressure Switches

SAFETY-BUZZ-12V
12V Light/Buzzer (Optional) Used With SAFETY-LFK

64

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

SAFETY-66
LPG Fuel Cylinder Label

SAFETY-368
Safety Maintenance Label

SAFETY-74
Refuel When Lit Label For Low Fuel Light Kit
*See Page 64*

SAFETY-GLD-4
Leak Detector 4 oz. Bottle
(Checks For LP Leaks)

SAFETY-60
Starting Procedure LabelStraight Fuel

SAFETY-GLD-8
Leak Detector 8 oz. Bottle
(Checks For LP Leaks)

SAFETY-59
This IS Not A Fuel Gauge Label

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65

ZENITH-A962B-1B
Zenith A962B-1B Vaporizer Adjustable

ZENITH-C8-32
Zenith C8-32 2 Rubber Air Horn Spacer

ZENITH-C994-6
Zenith C994-6 Repair Kit for A962A-1A Vaporizer

ZENITH-C8-33
Zenith C8-33 1-3/4 Rubber Air Horn Spacer

ZENITH-K2948
Zenith K2948 Repair Kit For PC2 Series Carburetor

ZEN-K2127
Zenith K2127

ZEN-2994
Zenith K2944 Repair Kit For OCI Series Carburetor

66

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

GENERAL INFORMATION COVERING ALL MAKES OF LP-GAS CARBURETION EQUIPMENT EXCEPT CERTIFIED FUEL SYSTEMS

LP-GAS CARBURETION SERVICE MANUAL

IF YOU REQUIRE MORE TECHNICAL HELP PLEASE CALL: PNG Technologies TOLL FREE: 1-866-764-7278

67

TABLE OF CONTENTS
PAGE 69 70-72 73 75 77 81 85 89 90 94 98 102 103 105 107 111 112 113 SECTION TEST KIT USE SPECIFICATIONS INTRODUCTION TERMINOLOGY ENGINE FAILS TO START HARD STARTING POOR IDLING FUEL SYSTEM LEAKS WHEN ENGINE STOPPED FREEZE-UPS AND FROST RICH AND LEAN FUEL MIXTURES POWER LOSS POOR ECONOMY ENGINE OVERHEATS ENGINE DIES ENGINE MISSES BACKFIRE, MUFFLER EXPLOSION ENGINE KICKBACK, AFTER-BURNING, PRE-IGNITION, DETONATION REFERS TO VAPOR SYSTEM ONLY

68

KNOW WHAT YOUR PRIMARY REGULATOR PRESSURE SHOULD READ AND HOW TO CHECK IT. WE DO NOT RECOMMEND USING FUEL AS A MEANS OF CHECKING THE VAPORIZER PRESSURE. USING FUEL CAN BE EXTREMELY DANGEROUS. AIR PRESSURE SHOULD BE USED FOR CHECKING THE PRIMARY PRESSURE. THE PRESSURE REQUIRED IS 75 TO 125 POUNDS. INSTALL THE PRESSURE GAUGE INTO THE PRIMARY TEST PORT OF THE REGULATOR TO BE CHECKED. TO PREVENT DAMAGING THE GAUGE, START WITH THE AIR PRESSURE OFF AND THE BLEEDER VALVE SLIGHTLY OPEN. TURN THE AIR PRESSURE ON. CLOSE THE BLEEDER VALVE SLOWLY, ALLOWING THE PRESSURE TO DROP TO ITS LOWEST POINT. REOPEN AND CLOSE THE VALVE TO BE SURE THE GAUGE READS THE SAME EACH TIME. REFER TO THE CHART ON THE NEXT PAGE FOR THE PROPER READING REQUIRED.

69

ACCEPTABLE PRIMARY PRESSURES IN P.S.I.


ALGAS C250 SERIES 1-1/2 J&S B-1, B-2 AB 10 11A01 11A02 BEAM 50-60 100-120 400A CENTURY G-85 H-HV M-4 M-5 M-6 IMPCO E-EV-J 1-1/2 5-7 4-6 5-8 6-8 4-7 A806-43 2 5 5 5-6 11A17 11A18 11A27 11A28 MC CLAIN M -M-FULL ZENITH A962A A965A 10-12 10-12 2 10-12 10-12 7-12 7-12 7-12 7-12 7-12 7-12

70

IGNITION ON LP-GAS ENGINES


IGNITION TEMPERATURE GASOLINE VS PROPANE GASOLINE PROPANE 560 DEGREES 670 DEGREES

HOTTER SPARK REQUIRED TO IGNITE PROPANE SPARK PLUG SETTING POINT SETTING IGNITION TIMING .005 CLOSER SAME AS GASOLINE ADVANCE A FEW DEGREES

COLDER SPARK PLUGS NOT RECOMMENDED-REQUIRE MORE VOLTAGE. REVERSED COIL POLARITY WILL REQUIRE 30% TO 40% MORE VOLTAGE TO FIRE SPARK PLUGS PROPERLY. REVERSED COIL POLARITY A COMMON CAUSE FOR HARD-STARTING ON PROPANE.

71

USEFUL INFORMATION ABOUT LP-GAS (PROPANE)


PRESSURES AT VARIOUS TEMPERATURES TEMP. F -44 -30 0 20 60 80 100 PROPANE WEIGHS 4.24 LBS. PER GALLON DOT CYLINDER CAPACITIES IN GALLONS: 43 LB. 33 LB. 20 LB. 10.4 GALLONS 8 GALLONS 4.8 GALLONS PSI BOILING POINT 13 LBS. 20 LBS. 47 LBS. 102 LBS. 140 LBS. 190 LBS.

250 GALLONS OF VAPOR IN ONE GALLON OF LIQUID

72

INTRODUCTION
LP-Gas carburetion will continue to increase in popularity as long as sales, installation, and service men have a good working knowledge of its functions and can satisfactorily furnish on-thespot service. One of the greatest problems in the field today is lack of complete knowledge to trouble shoot and properly service an LP-operated engine. This guide has been developed over a period of years with the intention of covering every possible cause of erratic or poor operation. Some conditions are remote but often these are the costliest to find. Material has been developed from our own servicing experience, from information and questions asked in thousands of letters, from material available from all carburetion manufacturers, from trade paper articles, and from trouble-shooting sections of Motors Repair Manuals and the ButanePropane Power Manual. What follows here is not limited to any one brand of carburetion. We urge that you carry this valuable tool with you and refer to it often. 1. Tools needed for LP-Gas Carburetion Service work: A. Open end wrenches B. Socket Wrenches C. Screwdrivers in 3 or 4 sizes D. A soft hammer E. Pliers in several types F. Flare tools G. Feeler or thickness gauges

73

2. Gauges and other handy equipment: A. 0-15 pound pressure gauge B. Vacuum gauge C. 12 Water manometer or equivalent gauge D. Compression gauge E. Exhaust analyzer F. Timing light G. Ignition tester H. Electric tachometer 3. A well-done installation will give many hours of good performance and trouble-free operation when the following points are observed: A. Engine is in good condition when converted. B. Suitable equipment is used for engine conversion. C. Work is done correctly and adjusted properly. D. Proper care of equipment is taken after conversion. 4. Save time in handling complaints by having customer describe fully any malfunction of the engine. Narrow it down to basic causes. 5. Make sure trouble is elsewhere before making miss-adjustment to the carburetion which will have to be corrected again. Without instruments, serious errors in diagnosis may be made. 6. Before tearing into LP carburetion equipment, imagine operation is on gasoline. Would you first suspect the fuel pump and carburetor, or that valves, plugs, coil, or wiring need attention? Carburetor complaints may turn out to be corroded battery cable terminals, poor ground, dragging brakes, starting circuit troubles, bad valves, leaking intake manifold, plugged air filter or muffler, improper lubrication, or other items even more remote. Much time can be saved checking and correcting operation of these systems before starting on LP-Gas equipment.

74

7. Proper air-fuel ratio settings for LP Carburetors are shown in the chart below. Power mixture is most important. Dont allow lean mixture at any time. Idle is best set to highest r.p.m. or highest manifold vacuum, rather than analyzer readings. Readings on: Gasoline Scale LP-Gas Scale Efficiency Scale Full Power 13.0 11.1 84.0 Part Throttle 14.0 to 14.5 15.1 to 15.6 90.0 to 94.0 Idling 13.2 14.4 85.0

TERMINOLOGY
Absorption Oil: Used in absorption plant to recover LP Gases. Drops out in vaporizer-regulator when liquid is changed to vapor. Air Filter, Air Cleaner: (oil bath or dry-type); Unit used to remove impurities from air intake system. Analyzer: See exhaust analyzer. Balance Tube: A connection between atmospheric side of secondary regulator and carburetor air inlet ahead of venture to compensate for air filter restriction. Breather: Air vent to atmosphere on one side of regulator diaphragm. Carburetor Adaptor: A sandwich type adaptor generally placed between gasoline carburetor air horn and air filter permits combination fuel conversion without disturbing throttle and governor, gasoline system remaining intact. Carburetor as use herein, also: Mixer, Adaptor, Straight Carburetor, or Spud-in: The unit in system where fuel and air are mixed in proper proportion. Choke: A method of restricting air intake of engine. Combination Carburetor: A carburetor for optional use of two or more fuels. Converter: See regulator. Compressor Oil: An oil deposit in the vaporizer regulator may be compressed oil deposited in fuel from leakage in vapor pump compressor during fuel transfer. Dry-Gas: Expanded fuel at approximately atmospheric pressure between final regulator and carburetor.

75

Economizer: A method to insure richer analyzer reading on low vacuum, open throttle. Or a leaner mixture on high vacuum, open throttle. Excess Flow Valve: A check valve which closes when fuel flow exceeds a predetermined rate. Exhaust Analyzer: An instrument which indicates the air-fuel ratio (by weight) through testing samples of the exhaust gases. Fuel Filter Strainer: Unit used to remove impurities from fuel system. Idle Plate: Required in below-the-fly idle systems, when gasoline system is left intact. Install between gasoline carburetor and intake manifold. Liquid Withdrawal: Fuel drawn from liquid space of LP-Gas tank. Lockoff, Shut-off: Solenoid or vacuum operated valve in fuel line. LP-Gas (Liquefied Petroleum Gas): Butane, Propane, or any mixture of the two. Port: An orifice or opening with generally some method of closing. Primary, High Pressure: The first pressure reduction between tank and carburetor. Primer: A method of introducing some starting fuel to the engine. Regulator, Converter, Vaporizer-Regulator: A pressure reducing unit, with one or more stages of reduction (Latter two include heat exchangers). Seat: Part which contacts port to insure closure. Neoprene, nylon, hycar, etc. Secondary, Low Pressure: The second or final pressure reduction. Atmospheric section. Solenoid Valve, Lockoff, Fuelock: Electrically operated, normally closed valve, used to close off fuel supply when ignition is off. Spray Bar: A method of introducing fuel at the venture through holes along the length of a tube. Spud-in: A method of introducing fuel at the venture through the end of a tube. Straight Carburetor: A complete carburetor. Valve: A mechanical closure to regulate flow through a port.

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Vapor: Vaporized fuel in space above liquid in tank or in line to regulator (at tank pressure). Vapor Withdrawal: Fuel drawn from vapor space of LP-Gas tank. Vaporizer-Regulator: Also called converter or regulator. Includes heat exchanger with at least one pressure reduction. Venturi: The small diameter restriction (usually air foil section) of the carburetor which produces a drop in pressure and suction required to draw in fuel in proportion to volume and velocity of air.

ENGINE FAILS TO START


A. DUE TO BATTERY 1. Battery cables badly corroded. 2. Improper ground. 3. Battery cables frayed or undersize. B. DUE TO STARTER MOTOR 1. Starter gear binding in flywheel gear. 2. Starter switch defective. 3. Faulty neutral safety switch on cars with automatic transmission. 4. Starter motor defective. Check voltage drop. IGNITION: A hot (blue) spark should jump about air gap when terminal is held away from spark plug and engine is turned over by starter. If not, check 3 and 4 below. C. DUE TO OPEN PRIMARY IGNITION CIRCUIT 1. Ignition switch circuit open. 2. Distributor points burned or oxidized. 3. Breaker points dirty. 4. Breaker points not closing. Re-gap to specifications.

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5. Breaker arm binding on pivot post, preventing closing of points. 6. Breaker arm spring weak or broken. 7. Breaker arm distorted or bent. 8. Primary circuit resistance unit burnt or open. (12 volt systems) 9. Primary lead connection loose at distributor or coil. 10. Primary windings in coil broken. 11. Magneto defective. D. DUE TO GROUNDED PRIMARY IGNITION CIRCUIT

A grounded coil primary winding, a grounded ignition switch terminal, or a grounded switch-to-coil primary lead will cause excessive current flow and will usually cause wires to burn. Check resistor (12 volt system). 1. Breaker points not opening due to improper adjustment. 2. Breaker points not opening due to worn rubbing block on breaker arm. 3. Insulating busing in breaker arm faulty. 4. Insulator at distributor primary terminal cracked or faulty. 5. Condenser grounded, internal windings to case. 6. Distributor-to-coil lead grounded. 7. Primary coil winding grounded. E. DUE TO FAULTY SECONDARY IGNITION CIRCUIT 1. Spark plugs of improper type. 2. Spark plugs damaged, dirty or wet or porcelains cracked. 3. Spark plug gaps improperly spaced. (Most likely to be too wide) 4. Poor ignition wiring. (Some late model cars have a poor grade of wire which should be replaced)

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5. Moisture on ignition coil, terminals, distributor cover, spark plug porcelains, or in distributor. Thoroughly dry out exposed ignition wires and coat with waterproof substance. 6. Spark plug cables not installed correctly for engine firing order. 7. Spark plug cable terminals corroded. 8. Insulation on cable chafed or cracked. 9. High resistance build-up in spark plugs. Clean or replace. 10. Check timing. If engine kicks back, timing is advanced too far. 11. Distributor cap center terminal (inner) broken or missing. 12. Radio suppressor in distributor cap broken or burned out. 13. Secondary wire loose or internally broken. A. B. Coil to distributor cap. Distributor to plugs.

14. Distributor rotor grounded. 15. Rotor contact spring bent or broken. 16. Cracked distributor cap or a burned carbon track from distributor cap center terminal to distributor housing. 17. Ignition coil weak or inoperative. Also check condenser. NOTE: In rare cases, a hot engine will not start due to a coil which loses its efficiency when hot, causing ignition failure. After coil cools, engine will start.

F.

DUE TO CONGEALED ENGINE OIL

Use of too heavy a grade of oil or to the formation of sludge. G. DUE TO INTAKE SYSTEM OR VALVES 1. Intake valve sticking open.

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2. Valve springs broken or improper tappet clearances. 3. Vacuum leak at hoses, manifold or carburetor. H. DUE TO EXCESSIVE FUEL SUPPLY (FLOODING) 1. If carburetor, dry-gas line, and regulator are frosted over, close tank valve and allow excess fuel to dissipate. Start on vapor then switch to liquid withdrawal after vaporizer is warm. 2. If system is not frosted, but merely flooded, crank engine with throttle wide open. Engine will not start until rich mixture is thinned out. If flooded excessively, it may be necessary to shut off fuel supply at solenoid or fuel tank. NOTE: I. To prevent repetition, check items under Fuel System Leaks With Engine Stopped.

DUE TO LACK OF FUEL AT CARBURETOR

Place temporary jumper across vacuum or pressure switch in series with electric solenoid valve. With ignition on, prime regulator. (If necessary, depress secondary diaphragm or blow into secondary breather). Audible hiss will prove fuel is flowing. If not, check fuel system as outlined below: 1. Fuel tank empty. 2. Tank outlet valve closed. 3. Excess flow valve closed. (May occur soon after filling a fuel tank which was low in fuel). Close tank valve and reopen slowly. 4. Check hot wire to solenoid valve. On late model autos the accessory side of ignition switch is automatically cut off when starter is engaged. 5. Loosen line at solenoid valve to see if fuel is reaching that point. If not, check for damaged fuel line or stopped up fuel filter. (Water in fuel could freeze and restrict high pressure line). 6. Look for defective wiring or poor connections to solenoid valve. Turn on ignition and check for fuel at outlet of solenoid valve or at inlet of regulator. (Place temporary jumper across vacuum or pressure switch). If liquid does not flow, check wiring for broken circuit. Compare valve voltage with system. Repair solenoid if necessary. Remove jumper wires.

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7. Solenoid may not open due to excessive fuel pressure caused by unusually warm weather. Valve plunger travel is critical. A worn or depressed soft valve seat may be an immediate solution, but plunger should be replaced. 8. Check special switch (wired in series with solenoid) with vacuum if that type (suck on line) or with low pressure, when pressure switch is used. 9. If fuel reaches regulator, check primary pressure. If zero, or too low, look for primary spring omitted or wrong spring installed. Primary port may not open and regulator needs servicing. 10. Disconnect dry-gas line and depress secondary diaphragm. Audible hiss should be heard. If necessary, remove secondary cover and depress arm until fuel appears. Repair regulator if required. 11. A defective dry-gas hose could have loose flaps on inside walls which shut off fuel with venture suction. Sighting or blowing through hose would not locate this trouble. 12. In rare cases fuel might reach carburetor, yet not get into engine. A. B. C. Check power screw setting. Look for foreign matter causing restrictions at power adjustment. Examine venturi (or spray-bar or spud-in) for restriction.. Venturi may be installed improperly, restricting fuel. Blow into carburetor fuel inlet if in doubt.

HARD STARTING
A. DUE TO BATTERY 1. Cranking speed too slow in exceptionally cold weather. Use of auxiliary battery for ignition current. Install second battery parallel with original for starting. 2. Battery may be too weak or inadequate to supply energy for cranking the engine and still have sufficient reserve to create a hot spark in the combustion chamber. Too high a compression increase can lead to hard starting, especially on 6-volt systems. 3. Battery has less power when cold-only about half as much power at 0 degrees Fahrenheit as at 70 degrees Fahrenheit . Also in winter, battery is under increased strain when starting a cold engine, and added drain from accessories. Electrical equipment (horn, windshield wiper, lights, heater and defroster) takes a heavier beating in winter when an adequate battery is a must. Dont turn on electrical equipment until after engine starts.

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4. The need of an adequate battery is proved when a vehicle or tractor engine, otherwise impossible to start, will do so readily and operate satisfactorily when pushed only a few feet. 5. LP-Gas requires a hotter spark than gasoline. When converting a gasoline engine, this must be taken into consideration. B. DUE TO IGNITION

No engine will start unless ignition system receives sufficient electrical energy during cranking to provide hot enough spark to ignite fuel. Factors having the greatest bearing on intensity of ignition spark are listed below. Check ignition thoroughly, the same as a gasoline engine. 1. Test battery condition and capacity. Check size of battery cable and group strap. Look for loose or badly corroded terminals. 2. Moisture on ignition coil, terminals, distributor cover, spark plug porcelains or in distributor. Coat exposed ignition wires with a water proof substance to prevent wetting and freezing. 3. Spark plugs damaged, dirty or loose. Porcelains cracked, or gaps improperly spaced. 4. Engine out of time. Too far advanced would cause kickback. Too far retarded will lose power. Either may cause overheating. 5. Cap and rotor should be in good condition. Clean or replace if not up to specifications. 6. Breaker points burned or oxidized. When badly pitted, check condenser for proper capacity. 7. Breaker points too far open. 8. With starter cranking engine, spark should jump a gap of at least 1/4 with impulse driven magneto, or 1/8 with battery ignition. LP fuel requires a hotter spark than gasoline. 9. Check all wires for adequate size and inspect soldered connections. 10. Ignition coil polarity reversed. Coil can be improperly connected and if such is the case, secondary voltage will be reduced considerably. To determine proper connection, use a reliable ignition tester or High Voltage D.C. meter. Always connect positive (red) test lead to ground. With engine operating at fast idle, touch other test lead (black) to spark plug terminal. If meter shows reading, coil is properly connected. If no reading or meter needle tends to reverse travel (heads backwards from normal position), then coil polarity is reversed and primary leads to coil must be switched. After reversing them, retest, keeping positive test lead to ground.

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If a meter is not available, operate engine with primary connected one way, then reverse leads and determine which way gives strongest spark. Although having no relation to battery grounding, it is helpful to note that on coils marked positive and negative, connection can be made in same sequence as battery. Example: if battery ground is negative, then coil lead to distributor should be negative side. 11. Test original equipment ignition coil for efficiency. If coil replacement is indicated, it is best to replace with a high duty type. Be sure to install condenser designed to work with new coil. Although not essential, heavy duty breaker points are recommended. 12. Check starter current draw, too much drop will rob ignition. 13. Check starter for worn out brushes and armature. 14. When wiring solenoid valves on late model autos, do not make connection to accessory side of ignition switch. This circuit is automatically cut off when starter is engaged. Most 12 volt systems have a small resistor between ignition and coil. Connect center terminal of 3 way transfer switch to line between resistor and ignition switch. (Never connect lockoff or any accessory between coil and resistor). 15. Magneto weak. C. DUE TO LUBRICATION OIL 1. Oil level too high. 2. Low temperatures cause engine oil to become too thick, requiring more power from battery. Also, with LP-Gas as a motor fuel, lubricating oil has a tendency to become heavier since there are no heavy ends present (as in gasoline) to offset the thickening which takes place due to oxidation and impurities. A grade of oil should be used that will not cause excessive drag when cold. Generally, use a lighter grade of oil with LP-Gas than recommended for gasoline. Use good grade oils from reliable firms. Consult their servicemen; they are for that purpose. 3. Run engine a few minutes before operating under load to insure warm up and proper lubrication. D. DUE TO AIR FILTER

Some hard starting is caused by a restricted air filter.

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E.

DUE TO VALVES AND RINGS 1. Check compression to detect worn, sticking or broken piston rings; leaking or sticking valves. Compression test might also indicate: defective head gasket or broken piston; scored piston or scored cylinder. 2. Valve spring broken. 3. Valve tappet clearances may be too close. On some engines valves may tighten up with LP-Gas operation.

F.

DUE TO CLUTCH

In autos or trucks with standard shift, keep clutch in when starting. If it drags, adjust with clutch pedal down. G. DUE TO LEAKAGE IN INTAKE SYSTEM 1. Intake manifold loose or warped. 2. Vacuum line or fitting loose. 3. Air leaks at carburetor. H. DUE TO EXCESSIVE FUEL AT CARBURETOR 1. Regulator leaking prior to starting. Check all items under Fuel System Leaks With Engine Stopped. 2. Check operation of primer (if there is one). 3. Starting adjustment (if there is one) set too rich. 4. Choke operation at fault. Over-choking will flood engine (it may remain flooded several hours). To un-flood, crank engine 5 to 7 seconds with throttle and choke open. 5. Hard starting when hot (although satisfactory when cold) can be caused by placement of solenoid shutoff too far from regulator. This could allow fuel leakage into dry-gas line during shutdown and cause too rich a starting mixture. I. DUE TO INSUFFICIENT FUEL AT CARBURETOR 1. Tank valve almost closed. 2. Excess-flow check-valve closed. To open, close tank valve, then reopen slowly. 3. Fuel lines to regulator plugged. Fuel filter packed with dirt.

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4. Vapor pressure in tank depends upon fuel mix and fuel temperature. Use straight propane when excessively cold weather is anticipated. 5. Solenoid valve not opening properly. On late model automobiles, accessory side of switch goes dead when starter is energized. This would close solenoid valve during cranking. Rewire correctly. 6. Too large a venture or poor venture action (installed wrong, poor spud-in, etc.) can cause hard starting. Make necessary corrections. 7. Starting adjustment (if there is one) set too lean. Check choke, if applicable. 8. Audible hiss should be heard when operating regulator primer. (If none, see 9) Remove dry-gas line and listen for escaping fuel. 9. If no primer, blow into secondary regulator breather vent. (Small diameter hole in large cover). Sound of gas should be heard rushing into the engine. 10. Primary regulator pressure may be abnormally low or falls off when engine is cranked. Check following: A. Tank pressure can drop to 30 pounds or less with low temperatures. Use straight propane in cold climates. B. Primary pressure may be too low if incorrect primary spring is used. Check against manufacturers designed spring. C. Height and setting of tail end of primary lever arm can affect pressure. Check against manufacturers recommendation. 11. Secondary regulator diaphragm ruptured or loose. Dry-gas line loose, porous ruptured, too long, too small or too many elbows. 12. Beam systems depend on venture action for idle. Proper relation between idle and starting mixture is important. Try different idle mixture to permit better starting. 13. Check for malfunction of vacuum lockoff diaphragm in Beam regulators having this feature (all except model 400). A poor vacuum connection, ruptured diaphragm or improper replacement spring (too stiff) could cause lean starting mixtures. 14. A closed throttle for starting is recommended on Beam regulators with built-in-vacuum diaphragm. On very small one or two cylinder engines it may be necessary to use fuel test bar (on Beam regulator rear cover) when engine is cold. POOR IDLING A. ENGINE WILL NOT IDLE DOWN 1. Throttle setting too fast.

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2. Choke linkage not set correctly for idle. 3. Substantial air leaks into intake system through worn throttle shaft, damaged butterfly, leak at carburetor flange or some spot in the intake manifold system. 4. Idle mixture not set properly. 5. On combination fuel conversions, it may help to rotate adapter to another position to get better fuel distribution. 6. On combination fuel conversions using an adapter with regulator of below-the-fly idle design, the idle distribution may not be correct. Check idle plate or if idle connection has been made to intake manifold, be sure it is central to manifold system. 7. Beam built-in vacuum diaphragm either ruptured or pulled down improperly allowing leakage, would probably not show up in poor idle (due to restricted vacuum hole in regulator) unless manifold connection were not central with intake system. B. IDLE WILL NOT REMAIN CONSTANT, REQUIRES TOO FREQUENT ADJUSTMENT 1. Poor throttle stop allowing engine to idle at various speeds. Idle mixture adjustment not held securely, allowed to vary. 2. Throttle shaft, throttle arm, or butterfly sticking or worn and does not return to same position each time. 3. Vacuum leak interference from vacuum brake system. 4. Occasional gasoline leak such as solenoid valve opening on bumpy road. 5. Check for unusual variations in primary regulator pressure or in fuel supply. Check vaporizertoo hot or too cold. Check engine cooling system under Engine Overheats. 6. Secondary arm hinge pin, bracket or valve seat not held securely or binding. Parts do not always return to same position. Economizer or primer sticking. Erratic air leak into dry-gas hose due to loose connection. 7. Oil collected in dry-gas line could cause erratic idle. After engine operates for a period, oil is spread thin through vapor line. (This occurs when dry-gas line runs up to carburetor). After engine sets, excess oil runs back and plugs line. Inspect carefully. C. TROUBLE OUTSIDE CARBURETION EQUIPMENT

There should be enough range in idle adjustment screw to make mixture too rich or too lean. If proper mixture will not give a smooth idle, check the following: 1. Engine idling too slowly. Try higher idle speed. 2. Spark plug wire off, or one plug not firing properly.

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3. Set spark plug gaps as recommended. If idle is still not smooth, try .005 wider setting. 4. Loose electrical connections. 5. Secondary circuit connections dirty or corroded. Faulty ignition cables. 6. Cross firing between ignition cables. Separate the cables. 7. Loose distributor. 8. Engine timing possibly too fast, or greatly retarded. 9. Breaker point gap too narrow or much too wide. Breaker arm sticking. 10. Distributor cap cracked or faulty. Radial contacts in cap burned or worn. 11. When gasoline system is retained, make certain manual shutoff or electric solenoid valve in gasoline line closes completely. Any leak of gasoline will cause erratic idling. 12. Oil bath air filter restricted or overfilled. Dry type filter dirty. 13. Engine valves sticking or leaking. Test for low or uneven compression, caused by valves, rings, pistons, head gasket or loose sparkplug. 14. Valve clearances too close. Adjust to specifications. 15. Valves out of time (loose chain drive). 16. Rocker arm sticking. Valve spring broken. 17. Be sure vacuum advance does not cut in at idle speed. 18. Squirt heavy oil or kerosene on joints to locate leaks at intake manifold mounting flanges, at throttle shaft, etc. 19. An air above throttle such as between gasoline carburetor air horn and LP carburetor adapter. (If spud-in, check for loose fitting). 20. Air leak around intake valve stem due to excessive valve stem-to-guide clearance. 21. Vacuum brake system leaks. 22. Air leaks into dry-gas hose. D. IMPOSSIBLE TO MAKE IDLE ADJUSTMENT LEAN ENOUGH 1. Engine idling too slowly. Speed up by adjusting idle stop screw. Reset idle mixture. 2. Choke blade not fully open.

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3. In combination fuel conversion, be sure gasoline supply line is closed. 4. Venturi considerably too small. 5. On below-the-fly idle systems, be sure idle passage and shutoff drilling are not defective. Idle screw might not restrict port sufficiently. 6. Economizer diaphragm, if present, may be broken. 7. Air filter restricted or too full of oil. 8. Regulator leaning over or lying down when it should be mounted vertically. 9. Regulator leaking more gas than is required to idle engine. Correct leaks. 10. Regulator primer holding secondary valve open. (Sticking or out of adjustment). 11. On some regulator designs, due to location of secondary breather vent, water could enter and collect behind secondary diaphragm, holding valve open. 12. With Beam regulators, perhaps idle whisker wire is resting too strongly on idle screw. Bend wire up as necessary to allow for proper adjustment. 13. If primary regulator pressure slowly climbs, primary inlet valve is leaking. Repair. 14. A ruptured (or improperly secured) primary diaphragm can cause rich idle mixture. Many regulator designs are such that primary regulator breather vents into secondary chamber. A leak through or around primary diaphragm would allow fuel to leak into secondary regulator chamber, by-passing standard idle system. Check as follows: A. B. Remove secondary diaphragm and insert pressure gauge in primary test hole. Apply high pressure air to regulator inlet. Take pressure reading of primary section.

C. Hold shut both the secondary valve and primary diaphragm vent hole. A continued rise in primary pressure would indicate defective primary diaphragm. 15. Improper replacement spring used under secondary lever arm. Too weak a spring is indicated. E. IMPOSSIBLE TO MAKE IDLE ADJUSTMENT RICH ENOUGH

(Assuming that operation at other speeds is satisfactory, fuel tank not empty, etc.). 1. See that idle passages, tubes, or connections are unrestricted and not leaking air. Below-the-fly idle systems must not be connected to port for vacuum distributor control. Connection must be made central to intake manifold system.

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2. Venturi may be much too large. 3. Check dry-gas line and secondary regulator for excessive collection of oil. If present, drain and install sediment trap on low side to catch excess oil. 4. Secondary diaphragm ruptured or too stiff. Replace if necessary. 5. Improper replacement spring used under secondary lever arm. Too stiff a spring is indicated. 6. If regulator is a Beam model with vacuum diaphragm (all except model 400), proper vacuum connection must be made. Be sure that hold in manifold is not plugged with carbon. Check with vacuum gauge if in doubt. 7. With Beam regulators, perhaps idle whisker wire is not resting properly on idle screw. Remove secondary cover and bend whisker wire down as necessary to allow proper adjustment. (Idle screw actually lifts secondary arm off idle port). FUEL SYSTEM LEAKS WITH ENGINE STOPPED 1. Check fuel system for minor leaks. Open fuel valve and apply soap suds with small brush to all tank, fuel line, filter, solenoid valve and vaporizer fittings. This check is required on all new installations and should be routine at inspection periods. Repair any leaks. 2. If regulator depends upon a solenoid, be sure one is installed and wired correctly so that current is off when ignition is off. 3. Solenoid valve not shutting off. Check plunger and valve port for damage. Inspect soft seat. Foreign matter will not blow off and removing deposit seldom cures the leak. Replace plunger or armature disc. 4. Secondary valve may be leaking. When an LP solenoid valve is not installed, and is not specifically required with regulator being used, check dry-gas outlet with soap film. 5. Leaks may be caused by dirt or chips lodging on regulator valve seats. All liquid withdrawal installations should have fuel filter, serviced occasionally to keep it clean. 6. If regulator is leaking and secondary valve is apparently closing properly, check for interference with secondary diaphragm: A. Secondary arm too high, (touching cover) holding port open. B. Regulator primer pushing against secondary diaphragm, holding port open. C. Secondary vent plugged, trapping air, holding diaphragm down. D. Secondary diaphragm too stiff and no longer flexible.

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E. In Beam regulators, (all except Beam 400), the vacuum diaphragm bumper must exert pressure on secondary arm to insure tight shutoff. Be certain diaphragm is returning to extended position. Lever arm should be flush with top edge of casting wall when closed position. 7. If regulator outlet is leaking excessively, see if primary section is closing properly. Install pressure gauge at primary test position. Hold secondary valve shut and check for build-up of primary pressure. One of the following should lead to trouble: A. Primary valve leaking. Clean and install new primary valve seat and new valve port if damaged. Check for leaks under valve fitting. B. Primary diaphragm ruptured or loose. C. Check setting of primary lever arm. Lever is generally hooked to primary diaphragm (unless controlled by a second spring). D. Fuel leaking at some point in casting. Hold pencil eraser or other soft cover over primary valve port. Allpy air pressure to inlet and hold casting under water. Observe for any possible leaks in casting between fuel inlet and port. Carefully pean over if practical. 8. Fuel leaking into water system (or oil system if that is used). If leak is noted, regulator repairs are necessary. Some converters have gaskets separating gas and water chambers. Replace. 9. If regulator does not leak through and LP odor is noticed when engine has not been run, look for frosted area on the fuel system fittings to detect a significant leak of liquid fuel. Check all tank valves, all welded joints, and the drain plug (or plugs) on lower portion of tank. 10. Sweat on fuel line may not be a leak but a restriction. (Formed when engine was running). 11. Fuel tank overfilled. Insufficient vapor space will cause relief valve to pop off if tank temperature is raised. Do not fill fuel tanks over 87% of capacity. Tanks should never be packed. 12. Straight propane in extreme summer temperatures may create high vapor pressure in tank and cause relief valve to pop off. A slight hissing noise or sizzle may be relief valve only slightly off its seat. 13. Slight hissing noise might be caused by air brake system or vacuum storage system leak. FREEZE-UPS AND FROST A. REGULATOR FREEZE-UPS DURING NORMAL OPERATIONS Generally due to inadequate water circulation through vaporizer.

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1. Water level too low in radiator. Fill radiator. If leaking, repair. 2. Vaporizer mounted higher than upper radiator tank. Relocate. 3. In pressure cooling system, cap on radiator missing or loose. 4. Air lock in vaporizer water chamber. Disconnect water outlet hose at regulator. Keep line open until water flows from both openings, then reconnect. 5. Swollen lining in water hoses to vaporizer; full flow not possible. Test above might indicate this. Or cut one hose in half to determine if clogged. Replace or repair as necessary. 6. Water hoses, lines or fittings too small for sufficient water flow. 7. Vaporizer water circulation should not be piped in series with cab heater. Run lines independent of heater, or in parallel, using proper size hose or tubing. 8. Water circulation through regulator reversed. Generally, water should enter bottom of unit and exit at top. See manufacturers recommendation. 9. Improper piping to vaporizer; both lines connected to pressure side of water system or both to suction side of water pump. 10. Water pump defective, drive belt slipping. Check by running engine with water hose held slightly away from regulator fitting. Water should jump an air gap and drink a full flow without loss. On pressure system, radiator cap must be loose for this test. 11. In thermo-siphon cooling system, hot water must circulate through vaporizer opposite to pump system. Circulating principle is same as in radiator. Hot water enters upper vaporizer connection, exits at bottom. Water will not circulate until warm. Install second hot water connection from top or vaporizer to top of engine block if necessary. (On small engines, oil heating is preferred over thermo-siphon water system, but it does have its limitations. See section B immediately following). 12. Lack of thermostat. 13. Thermostat defective or set too low. 14. A blown head gasket can force water out of vaporizer-regulator causing freeze-up. Gasket rupture may be slight and not enough to show as bubbles in radiator. Check carefully as follows: Disconnect water pump. Remove top radiator hose connection and observe for bubbles with engine under medium load. 15. A loose cylinder head can blow water out of lines. Watch for air bubbles as in test 14 above. 16. Vaporizer too small for engine. Check against manufacturers recommendation for maximum capacity.

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17. Water chamber in vaporizer-regulator clogged with deposits. Clean out system. Use rust inhibitor in water if necessary. 18. Jelly like deposits in cooling system. Anti-freeze and inhibitor may be incompatible. One should be changed. 19. Regulator defective. Internal leak in water jacket forcing water out of unit. Check for bubbles of LP-Gas vapor in radiator top tank. Be sure solenoid valve is open for this test. 20. Dirt under the secondary seat can cause refrigeration through rapid loss of gas, although engine would probably not run. 21. Freeze-ups can be caused by a ruptured or loose secondary regulator diaphragm. Remove and inspect. B. REGULATOR FREEZE-UPS DURING NORMAL OPERATIN WHEN USING OIL AS A HEATING MEDIUM 1. Be sure oil pump supplies both needs of engine and oil flow through regulator. 2. Oil not circulating properly. If flexible lines are used, use a good grade of hose. Oil has a tendency to swell plain rubber tubing. 3. Oil filter plugged. 4. Auxiliary electric fuel pumps have been used on large engines to pump oil directly from sump of crankcase, through regulator and back to crankcase. 5. Oil heating has limitations on larger engine. Run lines of proper capacity and keep short as possible. If necessary on such installations, mount vaporizer-regulator near warm exhaust manifold heat to take advantage of under-the-hood temperatures. Place so that engine fan blows warm air past and around regulator. Use deflector plates if practical. 6. Exercise special care when starting a cold engine which is using oil for heating. A. Oil requires considerably longer to warm up than water. Give engine an opportunity to reach operating temperatures before putting it to work. B. If regulator is allowed to frost over, it is difficult to thaw out since excessively cold oil forms a film (like heavy grease) in vaporizing chamber and no heat-exchange will be realized due to insulation effect. C. If frost-over does occur, run engine on vapor withdrawal lone enough to allow engine oil to warm the regulator. C. REGULATOR FREEZE-UPS BEFORE THOROUGHLY WARM

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1. In any weather, caused by accelerating engine before regulator has had time to warm up sufficiently. 2. In cold weather, cover radiator if necessary to speed warming. 3. In excessively cold weather, start and operate engine on vapor for warm up period, then return to liquid withdrawal. (Assuming not caused by sub-zero temperatures, when system should be, but does not use anti-freeze). D. REGULATOR FREEZE-UPS WHEN ENGINE IS NOT OPERATING

Odor of escaping gas should be apparent. Beware of sparks or flame. Do not start engine until tank valve is closed and escaping gas dissipated. Regulator, vapor hose, carburetor, even engine may be full of liquid fuel. 1. Check to see if ignition was shut off and solenoid valve was de-energized, especially if regulator is bleed-through idle type. Foreign matter may have kept solenoid outlet port open. A sunken seat or damaged outlet port can cause leakage. 2. Secondary regulator leaking. Try to blow foreign matter off valve seat by depressing secondary diaphragm. Lever mechanism may be sticking. If leak continues, overhaul regulator. 3. Primary regulator leaking, or primary diaphragm ruptured. Check primary pressure and compare to normal. Be sure secondary port is held tightly closed for this test. 4. Internal leak in vaporizer water jacket. Remove radiator cap and check for bubbles of LP-Gas in radiator water. (Be certain solenoid valve, if present, is open for this test). E. FROST ON LINE BETWEEN REGULATOR AND CARBURETOR

Liquid fuel in dry-gas line, caused by inadequate vaporizing. F. FROST AT ANY OTHER POINT IN SYSTEM

Fuel leaking or restriction at that point. Dirty filter, kinked line, tank excess-flow valve closed, etc. Remove restriction or correct link. G. FROST ON TANK 1. In liquid withdrawal system, dip tube fractured. 2. In vapor system, too rapid fuel withdrawal for tank size. Use larger tank. H. WATER IN TANK

Water in the fuel may cause ice to form on liquid outlet valve of tank, reducing or stopping fuel flow. Frost may form in line to fuel filter. On new tank installations it is good practice to blow some fuel out of liquid line to remove any water that might be present. So this in an open area. Use same method when fuel is found to contain water.

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Another method is to empty tank filler hose of gas and pour one pint of alcohol (methanol) in filler hose. Attach hose to tank and inject alcohol which will absorb the water and dissipate it through engine. RICH AND LEAN FUEL MIXTURES A. GENERAL COMMENTS 1. Rich or lean fuel mixtures cause poor economy, power loss and possible engine damage. We recommend setting mixtures with an exhaust analyzer on an engine or chassis dynamometer. (See No.2 below if dynamometer is not available). Air filter must be connected for all tests. A. Operate engine at full load, wide open throttle. Set power screw for correct mixture. For best power with economy, analyzer should read 13.0 on gasoline scale, or approximately 14.4 on LP-Gas scale. Do not move power adjustment too far between runs. Make sure economizer, if present, is shut off (not operating) when setting load adjustment. B. Check part throttle mixture at high vacuum, high r.p.m. Gasoline Scale readings, 14.0 to 14.5 LP-Gas Scale, 15.1 to 15.6 Set Economizer, if present, to show these readings. (The Beam 400 will economize automatically due to back-seated secondary valve design). 2. When an engine or chassis dynamometer is not available, various methods have been devised as either a substitute or reasonable facsimile. One of the best is the shorting out of several spark plugs. NOTE: Do not pull wires from distributor. When shorting out plugs, be sure to make good ground connections so that carbon tracks will not form in distributor and give trouble later. Never pull wires from distributor; short the plug terminals. A. On a 4 cylinder engine, short all except No. 1 cylinder. B. With 6 cylinder engines, short out 4 plugs, leaving two opposite positions of distributor for firing as usual. C. For 8 cylinder engines, short out 6 plugs, leaving two opposite distributor plugs firing as usual. D. Operate engine at full throttle if no governor or just below top governor action. Adjust power mixture to highest r.p.m. Do not use analyzer with shorting out method as it will give false readings. Analyze only after reconnecting plugs. 3. When an analyzer is not immediately available, then a quick method of setting power adjustment, although not as accurate as either of the above, is as follows: Run engine at a fast constant r.p.m. (about 1400). Attach electric tachometer to eliminate guesswork.

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A. Be sure power adjustment is rich enough, then run adjustment in until top speed falls off. Back out until top r.p.m. is again reached and lock it there. Follow up with an exhaust analyzer test when instrument becomes available. B. A slight variation of above is to run power adjustment in until top speed begins to fall off. Note setting. Back out to rich side until engine speed again drops off. Note setting. Final position of power screw should be slightly on the rich side of the midposition point. C. Economizer, when present, can also be set at 1400 r.p.m. Back out adjustment slowly until peak r.p.m. is reached and lock it there. Exhaust analyzer should read between 14.0 and 14.5 on gasoline scale of 15.1 to 15.6 on LP-Gas scale. CAUTION: The analyzer may reverse itself on mixtures leaner than 14.5 on gasoline scale and show anywhere from 13.2 to 14.2. To check, partially choke the air inlet at a fast engine speed. A. If speed remains about the same, and meter shows richer, then reading is true. B. If speed increases noticeably and meter shows leaner, then the air-fuel ratio is dangerously lean. Check analyzer and ventilate it well before continuing. B. CHECKING FOR TOO RICH A MIXTURE 1. Run engine at fast steady speed and check for rich mixture by one of the following: A. If possible, pinch dry-gas hose to see if the leaner mixture speeds up engine. B. Mark setting. Run power screw in. If mixture was set too rich, engine will speed up. 2. Objectionable or strong odors generally come from overly rich mixtures. Check idle; set little leaner. A restricted air filter (too full of oil) can cause rich mixtures. Try with and without air filter connected. 3. If an oxy-catalyst is present, compare analyzer readings with muffler disconnected. Mixtures tend to be too rich when set with oxy-catalyst connected. 4. Popping back in exhaust system may indicate rich mixture, although unburnt gas may be getting into exhaust line from ignition failure or open exhaust valve. C. CORRECTING RICH MIXTURES

When unable to set mixture LEAN enough: 1. Check choke to see if it is closed, even partially. (Exception is closed automatic choke on cold engine). 2. Carburetor or venture too small.

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3. Too much fuel getting by power adjustment. Casting or assembly defective. 4. Air filter restricted. If mixture is too rich, remove air filter and make test run. If reading on analyzer then shows leaner mixture, trouble is confined to air filter. Trouble can be: A. Too small capacity. Install larger unit. B. Clogged with dirt. Clean element. C. Oil level too high. Remove excess. D. Oil too heavy or dirty. Replace. 5. Secondary regulator leaking excessively or primary regulator pressure too great, also causing poor off-idle operation. Can also make it difficult to set power and cruise mixtures sufficiently lean. Covered in parts 6 and 7 of Fuel System Leaks With Engine Stopped. 6. Liquid fuel passing through regulator and carburetor, forming frost, would indicate leaking regulator or water circulation through vaporizer-heater is impaired. Covered under Freeze-Ups and Frost. D. CHECKING FOR TOO LEAN A MIXTURE

Excessively lean mixtures will cause engine overheating. 1. Popping back in the intake system generally indicates lean mixture. 2. Run engine at fast, constant speed. Check for lean mixture by one of the following methods: A. Restrict air inlet to richen mixture. Speed increase would indicate lean mixture setting. B. Depress primer or secondary diaphragm. If set too lean, speed will increase. C. Mark and back out power screw. If mixture was set too lean, engine will speed up. E. CORRECTING LEAN MIXTURES

When unable to set mixture RICH enough: 1. Check dry-gas fittings and hose for restrictions. Check for ample capacity; either hose too small or too many elbow fittings. (Never use street elbows in dry-gas line). Look for collection of oil at any low spot in dry-gas line. 2. If due to insufficient dry-gas supply and other items have checked, then look for the following:

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A. Fuel tank empty or engine running on vapor. Excess flow valve may be closed or dip tube broken above liquid line in fuel tank. B. Fuel filter dirty or clogged. C. Fuel line restricted. Look for cold spot. D. Secondary diaphragm too stiff or stretched too tightly. E. Secondary regulator full of oil, hindering movement or diaphragm. F. Secondary regulator vent hole plugged. G. Primary regulator pressure too low. H. Venturi too large. I. Vaporizer-regulator of inadequate capacity.

J. Restriction in gas space around venturi or in fuel passage around power screw. Fuel openings too small or fuel passage holes into venturi might be too small. K. Solenoid lockoff port too small for installation, more likely only on vapor conversion. 3. Although rare, it does happen: See if venturi has been installed backwards. To draw properly, fuel must enter after small diameter restriction. 4. Spud-in defective. A. Check for proper installation of spud-in. Unless proper venturi action is achieved, lean mixture may result. B. Spud-in nipple may be to small to pass sufficient fuel to engine. C. Spud-in nipple itself may be full of foreign matter. 5. A ruptured or loose secondary diaphragm (or dry-gas hose) would bleed air into the system and require rich power screw settings to compensate for air leaks. This would spoil operation of regulator through entire range. Engine might not run at all. 6. Determine if sufficient fuel is flowing through regulator. Connect water manometer or sensitive altimeter to dry-gas line or secondary regulator chamber. Check water column at full throttle, high r.p.m. Two inches of water column or less should fully open secondary regulator. (Seventy-five feet of altitude on altimeter scale equals approximately 2 water suction). 7. If checking with manometer shows secondary regulator is restricted, proceed as follows:

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A. Remove secondary cover and secondary diaphragm from regulator. B. Turn on ignition switch to open lockoff. Place temporary short across any vacuum switch or oil pressure switch. C. Push secondary lever completely open. After a few seconds liquid should appear. D. If liquid does not appear, then fuel line between regulator and fuel tank is restricted, or vapor is being withdrawn from fuel tank. E. See if fuel line is connected to both vapor and liquid valve on tank. Liquid valve should be open and vapor valve closed. For further service on regulator, see specific sheets on equipment being used. 8. Beam regulators having built-in vacuum lockoff (all except model 400), require proper vacuum connection. A small leak in line could cause vacuum diaphragm to partially close off secondary regulator. With engine running, suck vacuum diaphragm down to see if engine speeds up. POWER LOSS A. DUE TO IGNITION 1. Spot check ignition system output. Hold a spark plug wire about 1/4 from plug terminal and run engine at high speed. Spark should jump gap steadily. If trouble is indicated, make complete check of ignition components for condition and adjustments. Faulty spark plugs, ignition cables or ignition coil. Ignition points burned, pitted or sticking. Reversed polarity of ignition coil, resulting in weak spark, is covered under Hard Starting-Ignition. 2. Learn to read spark plugs, they can help you diagnose trouble. A black color indicates too cold a plug. White, with brown spots or blisters shows plug is too hot. Change plug range to suit the engine and engine needs, never to suit the fuel. Generally, one range colder plug than gasoline recommendation will fill needs of engine of LP-Gas. 3. Check for retarded spark. More advanced spark timing is required for slower burning LP-Gas. If compression ration is unchanged, LP setting is usually a few degrees advanced over gasoline. Set spark carefully and accurately, never by guesswork. Each engine must be treated individually, never as a group. Determine best spark timing on chassis dynamometer, or one of the methods described. A. Tachometer test: Short out enough spark plugs to let engine run at middle speed with wide open throttle. (Not against governor). Move distributor until latest setting is found that produces maximum engine speed. Lock in that position.

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B. Road test: Use either a stop watch or watch with a sweep second hand. Make test runs over the same section of road in same direction each time. Approach starting point at same speed each time. Use watch and time wide open throttle acceleration from 10 to 50 m.p.h. or other convenient speed. Do this several times until distributor position is found that produces the best result. Lock it there. Caution: To prevent spark knock on vehicles with dual fuel operation, use ethyl gasoline as the standby fuel. Same spark setting will then be satisfactory for both fuels.

4. Check automatic advance operation of distributor. Use a timing light and watch for movement of timing mark when engine speed is changed. A simpler check is explained in Item 5 under Engine Misses on Acceleration. 5. If engine runs rough, check for cross-firing between ignition cables. Separate the cables. B. DUE TO SOLENOID VALVE

An under capacity solenoid valve would cause lean mixtures. A defective solenoid valve would likely cut off fuel entirely. Make sure trouble is not vacuum or oil pressure switch wired in series with valve. C. DUE TO AIR FILTER

Check air filter for restriction. Dirty or overfilled with oil. A lower oil level than for gasoline is generally recommended. Take air-fuel readings at a good road speed, with and without air filter connected. If mixture is excessively rich when connected, air filter needs cleaning or replacing with larger capacity unit. A balance tube may be necessary. (See Terminology). D. DUE TO ENGINE AND OTHER FACTORS 1. Engine overheated. See Engine Overheats. 2. Air intake unusually hot due to especially warm weather. Try running air intake outside engine compartment. 3. Crankcase oil too heavy or level too high. 4. Lack of lubrication. 5. Excessive resistance from: dragging brakes, tight wheel bearings, misalignment of power transmitting units or rear axle, under-inflated tires, etc. 6. Dry clutch slippage. Check torque converter fluid level. 7. Valve timing incorrect.

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8. Valves sometimes have a tendency to tighten up on LP operation. Our experience has shown that valve rotators are not necessary with LP-Gas operation and in some instances are detrimental. 9. An irregular high speed miss, occurring only after engine is thoroughly heated, may be caused by insufficient exhaust valve guide clearance, especially with hydraulic type lifts. Valve sticking will become noticeable only after exhaust manifold reaches highest temperatures. 10. Check for low or uneven compression. Determine if trouble is caused by valves, rings, pistons, head gasket or loose spark plug. 11. Altitude has a decided effect on performance. A vehicle adjusted at lower altitudes may lack performance at higher altitudes. May require changes in venturi or other adjustments if expected to perform adequately at different altitude. However, remember that power loss will be about 3% for every 1000 foot increase in altitude. 12. LP-Gas fuel has high anti-knock values. When converting a tractor or truck engine, give consideration to increasing compression ratio. Consult engine manufacturers recommendations before making change. Sometimes an increase in engine compression ratio may result in over-stressing certain parts. Some applications are more satisfactory when compression is not altered. Many engine manufacturers will suggest changes necessary to increase compression ratio. High compression pistons and/or cylinder heads are generally available for this purpose. E. DUE TO MANIFOLDS 1. Poor fuel distribution. Intake manifold leaking. 2. Exhaust pipe, muffler or tail pipe partially restricted. 3. Check exhaust manifold heat deflector for proper operation. If deflection valve or plate is tied in one position, be sure heat is off intake manifold when operating on LP-Gas. 4. Additional cooling of intake manifold will increase power output on LP-Gas. Intake manifold heating devices are necessary vaporize gasoline, but LP-Gas, vaporized before it reaches the manifold, could not revert to liquid state. By keeping manifold cool, a greater volume of fuel and air mixture can be drawn in during the intake stroke. F. DUE TO FUEL FILTER

Fuel filter restricted with foreign matter. Close tank valve and run engine to purge fuel lines. Clean out filter as follows: 1. On some models, remove filter drain plug and crack tank valve to blow out sediment. 2. On throw-away type, reverse filter in line (leaving outlet open) and blow out dirt. Replace in line, maintaining proper direction of flow.

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CAUTION: Do not blow out filter while engine is running, close to fire, inside of building, etc. G. DUE TO TANK AND FUEL LINES 1. Check fuel line between tank and regulator for proximity to heat that could cause expansion of liquid fuel to vapor. This could lean out fuel mixtures. 2. Check fuel line for damage, causing restriction. 3. Vapor valve open or partly open. 4. Excess flow valve not open completely. 5. Open the liquid line at tank valve to see if liquid is flowing. If liquid level in tank is up and liquid does not flow through valve, then dip tube on liquid outlet is either ruptured or broken. A small dip tube leak can permit vapor to enter fuel lines and restrict flow of liquid fuel sufficiently to cause lean mixtures. Tank will show frost or sweat. If a dip tube leak is found, consult tank supplier, as repairs are necessary. H. DUE TO GOVERNOR 1. Check engine governor for proper operation. 2. Be sure governor is not cutting in at too low an engine speed. I. DUE TO CARBURETOR 1. Both throttle arm and butterfly must open fully. Linkage may be out of adjustment. 2. Choke not opening properly. 3. When using a carburetor adapter, the choke in gasoline carburetor acts as a throttle. Be sure it is fully open. (Do not remove automatic choke on dual-fuel changeovers, but be sure it does open when engine is warm.) 4. See that proper carburetor has been installed. 5. Make sure proper venturi size has been used. Too large a venturi will cut down acceleration. Too small a venturi may reduce top speed. Be sure venturi is properly installed. 6. If spud-in, check carefully or proper installation and suitable capacity. J. DUE TO REGULATOR 1. Make sure liquid fuel is reaching regulator.

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2. Primary regulator must maintain pressure when under load. Check with 0-15 pound pressure gauge at primary test hole. Set to manufacturers specifications. 3. Be sure secondary, regulator vent is open and not restricted. Do not use street elbows in vent opening if a balance line is used. 4. Secondary regulator breather vent must not be in direct air stream of fan. The added air pressure against diaphragm could cause rich mixture. 5. Check balance line (if present) for proper size, correct installation and possible restriction. 6. Excessive oil collected in secondary regulator. If found, install sediment trap. 7. Secondary regulator diaphragm torn or ruptured. 8. Secondary diaphragm not properly secured. 9. Depress secondary diaphragm and check fuel flow at dry-gas outlet. 10. Run a water manometer check on secondary regulator to be sure it is feeding properly when under load. 11. Regulator too small for engine. 12. If regulator shows frosting, see Freeze-Ups and Frost. K. DUE TO MIXTURES See Rich and Lean Fuel Mixtures. POOR ECONOMY 1. Any item under Power Loss could cause poor economy. 2. Examine spark plugs for proper heat range. 3. Placement of air filter in cooler air outside of hot engine compartment usually results in better economy. A cooler intake manifold will usually improve economy on LP-Gas. 4. Test for vacuum leaks. 5. Examine for fuel leaks. 6. Measure tank. Check actual capacity against marked capacity. 7. Check for proper calibration of gas gauge. 8. Metering device at pump inaccurate.

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9. See if tank is being properly filled. Pump could throw liquid through outage gauge when tank is only partially full. 10. Check air-fuel ratio. Too rich or too lean will cause poor economy. 11. If mixture at low vacuum (power) is set correctly but mixture on high vacuum (cruising) goes rich, venturi may be to small. Check manufacturers specifications. 12. Check for proper adjustment and proper operation of any economizer in system. 13. With too fast vapor withdrawal, tank pressure may register zero when there is ample fuel. If situation continues, obtain larger fuel tank of switch to liquid withdrawal system. 14. Check uneconomical operating habits such as jack rabbit starts and stops, racing engine, etc. ENGINE OVERHEATS A. DUE TO COOLING SYSTEM 1. System low in water or radiator too small. 2. In pressure cooling system, cap on radiator missing or loose. 3. Water circulation slowed down by rust, scale or dirt in water jackets. 4. Alcohol type anti-freeze being used during mild weather. Replace with water. 5. Radiator dirty or clogged. 6. Radiator exterior clogged with dirt, leaves or insects. 7. Radiator shutters not operating properly. 8. Water hose defective or rotted, allowing loosened strips of rubber to impede water circulation. 9. Water hose may be rotted and so weak that pump suction causes it to collapse on fast engine speed, thus restricting flow. Inspect upper and lower radiator hoses when running engine at fast speed. 10. Upper radiator tank must show full flow of water. 11. Baffle in top radiator tank may be bent so as to interfere with free discharge of water from hose. 12. Fan belt slipping. Fan not shrouded or not close enough to radiator. 13. Water pump not circulating properly.

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14. Water pump impeller loose on shaft or impeller blades badly corroded. 15. Water pump seal leaks allowing air to be drawn into water, reducing cooling ability. 16. Thermostat fails to open fully or sticks closed. 17. Thermostat fails to open at correct temperature or opens at too high a temperature. 18. Cylinder head gasket installed incorrectly, blocking off water holes. 19. Water circulation impeded by installation of wrong cylinder head gasket. B. DUE TO IGNITION SYSTEM 1. Improper ignition timing, either early or late. A. Late timing would probably be first noticed in lack of power. B. Early timing might not be recognized on LP as detonation is generally not noticed. 2. Check automatic advance of distributor. 3. Pre-ignition. 4. Pinging. C. DUE TO ENGINE OIL SYSTEM 1. Oil level in crankcase much too low or too high. 2. Crankcase oil much too heavy. 3. Oil filter restricted. 4. Check oil for proper pressure and correct flow. 5. Examine grease in transmission and differential housings. D. DUE TO FUEL SUPPLY 1. Fuel mixture too lean. 2. Engine operating on vapor when it should be liquid. E. DUE TO ENGINE 1. Engine underpowered for job. 2. Engine operated under prolonged lugging condition.

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3. Exhaust system clogged. 4. Bearings or pistons tight in recently overhauled engine. 5. Excessive friction in engine or elsewhere in power transmitting units. 6. Compressing extremely high for engine design. Raising compression is the only known way to increase engine power without an increase in operating temperatures. However, going too far on a particular engine might restrict cooling chambers and hinder cooling of spark plugs, valves, etc. ENGINE DIES A. ENGINE DIES WHEN BROUGHT TO IDLE 1. Engine may require tune up. Check breaker points, plugs, valve clearance, etc. 2. Loose wiring to electric lockoff or to engine distributor. 3. Check gasoline shutoff. On combination fuel conversion, gasoline may be leaking into fuel bowl and not be noticed at higher speed. 4. Vacuum leaks. 5. Check compression. One or two poor cylinders. 6. Idle system. A. Idle mixture not adjusted properly. Reset. B. Idle speed too slow-throttle goes complexity closed. Increase idling speed and reset mixture. C. On combination fuel conversion, make certain gasoline supply line is closed completely. A small leak, possibly not noticeable at high speed, may cause engine to die when returned to idle. D. Too large a venturi, or venturi installed improperly, can create this condition. Beam system depends on venturi action for proper idle. 7. Air disturbance. Disturbing air flow past air intake. Occurs frequently when taking in air from outside engine compartment. A strong wind (or tail wind on rear engine vehicles) can cause this condition. Add a suitable deflector to air inlet. A balance tube from air intake to secondary regulator breather may be necessary. 8. Dry-Gas Line. A. Restriction in line. Possibly foreign object, oil, kink in hose, or too small an opening in some fitting. Never use street elbows in dry-gas line.

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B. Air leak in dry-gas line between regulator and carburetor. Use hose clamps at connections. Check hose for rupture or porosity. 9. Regulator. A. Regulator must be mounted in position it was designed to operate. Most unites are designed to be installed vertically, not lying down or leaning at an angle. Tilting affects regulator sensitivity. B. Upsetting air stream blown across secondary regulator vent opening from fan, or deflected from some object. C. Surging or movement of diaphragm caused by sudden stops could be causing engine to die. It may be necessary to relocate reg ulator so that diaphragm is Parallel to motion of vehicle. D. Oil deposits hindering action of secondary diaphragm. Drain off oil. E. Secondary diaphragm too stiff. Replace. F. Secondary diaphragm ruptured. Over prime unit, place soap bubble over breather vent hole. If in doubt, remove secondary cover and inspect diaphragm. Tighten screws securely. G. Binding or sticking of regulator lever arms, hinges, etc. H. Primary regulator may not close off properly, allowing excessively rich mixture. Engine would also stop when returned quickly to idle from higher engine speed. B. ENGINE DIES WHEN PULLING A LOAD

If after stopping, engine will start and run smoothly or normally after a few minutes, temporary stoppage of either ignition or fuel is indicated. Cure trouble by checking the following: 1. Loose wiring in ignition system or to solenoid valve, causing intermittent open or short circuit. 2. Solenoid failure. A swollen seat (possibly gas pocket under soft seat) in solenoid or primary regulator, which gradually returns to normal during shut down period. 3. Fuel filter requires cleaning. 4. Excess flow valve at tank snapping shut. 5. Fuel line crushed or kinked. Point of restricting will be cold or show frost. 6. Dip tube broken in tank, causing drop in fuel pressure. Tank will be cold or seating. 7. Regulator mechanisms sticking or binding. A pressure reading of primary regulator when such condition occurs may narrow trouble to either fuel supply or ignition failure.

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8. Check Beam vacuum lockoff diaphragm. A rupture (or leaking vacuum connection) may allow bumper to ride against secondary lever arm, reducing fuel flow at lower vacuum reading (during pulling). ENGINE MISSES A. ENGINE MISSES AT ALL SPEEDS 1. Spark plug fouled or porcelain broken. 2. Spark plug wire shorted. 3. Two plug wires interchanged. 4. Lack of spark, or weak spark, at one or more plugs. 5. Spark plug cables faulty. 6. Cross firing between cables. Separate them. 7. Weak battery, low generator voltage, poor terminal connections, etc. 8. Distributor or rotor faulty. 9. Distributor not advancing properly. 10. Breaker points burned or pitted. 11. Breaker point gap incorrect. 12. Coil or condenser not up to par. 13. Ignition coil wire in reverse polarity. 14. Primary circuit restricted or open intermittently. 15. Primary circuit shorted intermittently. 16. Secondary circuit restricted or open intermittently. 17. Secondary circuit shorted intermittently. 18. Cylinder head gasket blown between tow cylinders. 19. Engine valves sticking. 20. Valve held open slightly by hydraulic lift. 21. Intake or exhaust valve spring broken.

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22. Intake system air leak. 23. Water in fuel system. 24. Gasoline leak into intake system. 25. Fuel mixture incorrect. See Rich and Lean Fuel Mixtures. 26. Secondary regulator diaphragm ruptured, loose, or too stiff. 27. Dry-gas line porous or loose. B. ENGINE MISSES AT HIGH SPEED 1. Hot spark plug. Change to colder type. Note that hot plug may be due to loose installation or lack of plug gasket, if required. Spark plugs can fire satisfactorily under light loads and miss at high speeds. Replace. 2. When ignition system throws a hot spark at high engine speeds and engine has irregular miss at full throttle, high tension wire insulation or spark plugs could be breaking down. To check, inspect plug wires in complete darkness. Gun engines and notice where corona (sparking) appears. To eliminate corona from wires, cover then with loom or vinalyte tape. If plugs have excessive corona, try one range colder. 3. Breaker point gap too wide. 4. Breaker arm spring weak. 5. Breaker arm binding or sticking. 6. Distributor advance not functioning properly. 7. Improper ignition timing. 8. Pre-Ignition. 9. Weak spark. An engine which operates satisfactorily at low speeds, but missed on high speeds, may indicate coil is going bad. 10. Solenoid valve restricted or undersize. (Especially on vapor withdrawal). Correct Immediately before lean mixtures can cause damage. 11. Air filter dirty or restricted. 12. Valve timing incorrect. 13. Engine valves sticking.

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14. An irregular high speed miss, occurring only after exhaust manifold reaches highest temperatures, may be exhaust valve sticking caused by insufficient guide clearance. Occurs especially with hydraulic type lifts. 15. Valve springs too weak for prompt closing. 16. Valve springs broken. 17. Valve springs shimmy. 18. Exhaust manifold, muffler or tail pipe restricted. 19. Exhaust manifold clogged with carbon. 20. Fuel filter or fuel line restriction. Look for cold spot. See Rich and Lean Fuel Mixtures. 21. Throttle lever loose. (Check governor action). 22. Choke partially closed. 23. Gasoline shutoff leaking. 24. Primary regulator sticking. 25. Intermittent or spotty fuel delivery causing momentary mixture too weak for combustion. C. ENGINE MISSES AT LOW OR IDLE SPEEDS

Covered under Poor Idling D. ENGINE MISSES ON ACCELERATION (FLAT SPOT OFF IDLE) 1. Faulty ignition usually causes more pronounced roughness than imperfect compression or carburetion. Check distributor and spark coil. (A slight miss due to ignition failure on gasoline operation will be more pronounced on LP-Gas). 2. Spark too far retarded. 3. Distributor loose. 4. Spark advance mechanism loose or not operating correctly. 5. Vacuum advance connection leak. Diaphragm or spring broken. To determine, crank engine with started, holding choke closed, throttle open. If distributor plate will advance and return, parts are not broken. Breaker plate will not advance if diaphragm is broken. If it advances but does not return, spring is broken. 6. Spark plugs fouled or damp.

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7. Spark plug gaps too wide. Set to specification or .001 or .002 under. 8. Plug porcelain below par. 9. Weak spark. 10. Air filter restricted. 11. Engine valves tight or sticking. 12. Gasoline leaking into system. 13. Fuel line or fuel filter restricted. Excess flow valve almost closed. Only vapor getting through (unless engine maintains high speed after it arrives at speed). Point of restriction would be colder or sweating. 14. Engine idle speed too low. Speed up, especially when using mechanical governor. 15. A malfunction of governor could be closing throttle prematurely. 16. Venturi too large. Try using smaller size. 17. Economizer setting (if present) too lean or mechanism sticking. 18. Bad operation up to medium r.p.m. may indicate improper idle adjustment. 19. Idle mixture too lean. Reset to rich side and recheck for hesitation. 20. Mixture too lean, caused by too small dry-gas hose. Too may reducing fittings or elbows between regulator and carburetor. Never use street elbows. 21. Check for air leaks into dry-gas line. Clamp all hose connections. If regulator has more than one dry-gas outlet, or carburetor more than one inlet, be sure alternate openings are plugged. 22. Mount regulator vertically when designed to be installed in that position. A regulator leaning back or tilted forward will likely have poor low speed characteristics. 23. Excessive oil collected in secondary regulator. Oil may be too stiff to run out through drain plug. Increase size of drain if need is indicated. 24. Secondary regulator atmospheric vent restricted. 25. Secondary diaphragm ruptured or too stiff. 26. Secondary diaphragm not properly held around outside edges. 27. Secondary regulator arm too low or too high. (More likely too low). 28. Secondary regulator spring too stiff.

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29. Surging may indicate secondary regulator arm has too much play on hinge, and does not seat the same each time. 30. Regular mechanisms binding. 31. Check electric primer (if present) for correct wiring, short circuit, sticking or improperly adjusted piston travel. 32. Look for too much travel between two sources of fuel, such as between two ports in secondary regulator. Or too much economizer travel, if economizer is used. On Beam 400 regulator, secondary lever arm may travel too far after pilot port is fully open before large back seated valve starts to open. Repair regulator. 33. Primary regulator pressure dropping too low or to zero. 34. Check opening of final regulator with water manometer. (Details in section E6 of Rich and Lean Fuel Mixtures). 35. Beam regulator with vacuum lockoff: built-in vacuum diaphragm must stay down on acceleration. Check spring tension, diaphragm itself and vacuum connection to intake manifold. Vacuum line must not leak air. Optional vacuum connection on Beam 120 must be properly plugged. BACKFIRE (Explosion or popping back in intake manifold) 1. Two spark plug wires interchanged. 2. Improper ignition timing. 3. Leakage across distributor cap may allow spark to occur in a cylinder on its intake stroke. 4. Intake valve leaking or sticking. Intake valve spring weak or broken. 5. Water in fuel. 6. Fuel mixture to lean. MUFFLER EXPLOSION (Sharp explosion caused by temporary cessation of ignition). 1. 2. 3. 4. 5. Intermittent open circuit in primary ignition. Intermittent short circuit in primary ignition. Short circuit in coil or in the secondary wire from coil to distributor. Slight popping in exhaust on decelerations can indicate retarded spark. Popping back may be caused by high vacuum on deceleration in before-the-fly idle systems. 6. Explosions which occur several days apart may be due to gradually failing condenser and or coil.

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ENGINE KICKBACK ON STARTING Ignition too far advanced. SPARK KNOCK, PING, DETONATION Most likely to occur under load with open throttle at low or moderate speed. A higher engine speed (lower gear) is recommended. Detonation is encouraged by: 1. Spark advanced too far. 2. Engine overheated. 3. Water circulation sluggish. Water jackets clogged especially around exhaust valves or spark plugs. May be confined to one or two cylinders. 4. Compression too high. 5. Check for heavy carbon deposits which increase compression ratio. If formed with LP operation, consult your oil supplier. (Also check air-fuel ratio. Excessively rich mixture could cause carbon deposits). 6. Spark plugs too hot. 7. Rough spots, sharp or thin edges in combustion chamber. 8. Hot mixture due to hot engine or hot weather. 9. Fuel mixture too lean. PRE-IGNITION Mixture set on fire before spark occurs by red hot spot in combustion chamber such as: incandescent particle of carbon; thin piece of protruding metal; overheated spark plug (may be loose); overheating accompanied by pinging. Bright red-hot exhaust valve may be due to: a leak; lack of tappet clearance; sticking valve; valve spring weak or broken. An engine which continues to run after ignition is shut off can be caused by any item mentioned above or, quite often, by red-hot carbon particles resting on heavy carbon deposit in very hot engine. This condition of engine continuing to run does occasionally occur in late model gasoline operated automobiles (with four barrel carburetors) when gasoline carburetor is set at too fast an idle. AFTER-BURNING Most likely to occur on lean mixture. This subdued put-putting at tail pipe may be due to leaky exhaust valves which permit mixture to finish combustion in muffler. If muffler or exhaust pipe is redhot, let it cool, as there is some danger of setting vehicle on fire.

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REFERS TO VAPOR SYSTEM ONLY Before proceeding, be sure everything common to liquid systems, such as mixtures, ignition, timing, etc. has been checked. 1. Tank pressure may be zero and operator feels he is out of fuel or using too much fuel. Let tank warm up and use again. It may still contain fuel. If condition persists, use larger fuel tank or switch to liquid withdrawal system. 2. A frosting or sweating tank is too small for the engine. Too rapid withdrawal of vapor will lower the fuel temperature down to the boiling point, leaving liquid dormant. (No pressure). Frost or ice may form on tank up to liquid level. Use of straight propane would improve vaporization characteristics. Consider use of larger fuel tank of switch to liquid withdrawal. 3. Tank fuel pressure too low. If pressure falls rapidly it could be caused by using too small a tank or from having withdrawn most of the propane from a butane-propane mixture. Continuing to use same tank for vapor withdrawal will allow accumulation of more butane. If possible, tank should be used for liquid withdrawal long enough to use up accumulated butane. 4. Frost on regulator, dry-gas hose or carburetor indicates vapor tank is permitting liquid to be withdrawn. Look for the following troubles: A. Tank too full, liquid sloshing over. B. Connection made to wrong tank valve. C. If liquid withdrawal valve is teed into system, see that valve is closed. D. Mounting position wrong for tank design. Look for spot marked TOP. Tank is either vertical or horizontal style-mount in position it was designed to be used. E. A horizontal type tank may not be rotated to proper position. F. On horizontal tanks having end or side mounted fittings, if inspection discloses liquid is emitted (not just when too full) then tube connecting vapor service valve to vapor space is damaged or leaking. This allows liquid to enter discharge tube. Rotate end mount tank to determine if properly marked. Defective tank would require repair, preferably by tank manufacturer. G. On stationary engine installations, during periods of idleness, the vapor fuel (at tank pressure) standing in a long line will return to its liquid state. When put back into use, regulator will frost and remain so until engine is shut off. We recommend a trap downhill in line to be drained before starting engine. (Always keep secondary regulator close to carburetor).

DISCLAIMER: PNG Technologies shall have no liability for any consequential loss, injury or damage of any nature whatsoever.

113

TYPICAL FORKLIFT SCHEMATIC DUAL FUEL

114

AUTOMOTIVE DUAL FUEL SCHEMATIC LPG & GASOLINE (CA55-750L, 70, 100, 125, 200)

115

AUTOMOTIVE DUAL FUEL SCHEMATIC LPG & GASOLINE (CA200, CA225, CA300, CA475)

116

AUTOMOTIVE DUAL FUEL SCHEMATIC CNG & GASOLINE - 2.5L (150 CID) & UNDER (CA55, 70, 100, 125)

117

AUTOMOTIVE DUAL FUEL SCHEMATIC CNG & GASOLINE - 2.5L (150 CID) & OVER (CA200, CA225, CA300, CA475)

118

STATIONARY ENGINE SCHEMATIC NATURAL GAS (CA55, 70, 100, 125, 200, 225)

119

STATIONARY ENGINE SCHEMATIC VAPOR PROPANE (CA55, 70, 125, 200, 225)

120

STATIONARY ENGINE DUAL FUEL SCHEMATIC LPG & NATURAL GAS

121

STATIONARY ENGINE DUAL FUEL SCHEMATIC VAPOR PROPANE & NATURAL GAS

122

STANDARD DUAL FUEL WIRING W/ VACUUM LIFT (CA55, 70, 100, 125, 200, 225)

123

3-WAY VACUUM CONTROL SOLENOID DUAL FUEL OPERATION

124

TECHNICAL INFORMATION: AIR-VALVE DIAPHRAGM INSTALLATION

AIR-VALVE ASSEMBLY FOR CA100, CA125, CA200 & CA225 MIXERS


CA100 CA125

CA200

CA225

MARK ON TOP OF AIR-VALVE MUST ALIGN OPPOSITE AIRHORN, TOWARD THE VAPOR FITTING ON MIXER BODY. IMPROPER INSTALLATION WILL RESULT IN POOR ENGINE PERFORMANCE.

125

TECHNICAL INFORMATION: LPG CARBURETOR ADJUSTMENT

1. Idle Mixture Adjustment Screw Turning the screw IN will make the fuel mixture richer. Turning the screw OUT will make the fuel mixture leaner. The Idle Mixture Adjustment Screw is adjusted correctly with an exhaust gas analyzer. Mixture should be adjusted to .50% - .90% CO (Carbon Monoxide).

PVC/Fresh Air

Fresh Air Inlet

Vapor Inlet

Without an exhaust gas analyzer: Turn the idle mixture screw in until engine Vacuum Port starts to run rough, or loses RPM or speed. Then, turn idle screw out approx. 1/2 turn OUT or until engine smoothes out. This will ensure youre not in a lean mode but are in a Advanced richer mode so the engine will not burn up valve. Vacuum Port 2. Idle Speed Adjustment Screw Idle Speed should always be set to manufactures specifications. Most engines today idle between 650-750 RPM. 3. Power Mixture Adjustment Valve This setting is preset at the factory and should not require adjustment. This adjustment is only effective when the engine is near full load condition. NOTE: Can only be adjusted with the engine loaded, or close to the fully loaded condition. If adjustment is needed, follow these steps:

Idle Mixture Adj. Screw

Idle Speed Adj.

Power Mixture Adj. Valve

1. Set parking brake and block drive wheels. 2. Connect a Tachometer to the engine. 3. Accelerate engine to Full Rated RPM Level. 4. Pull backwards on Tilt Lever until pump reaches hydraulic relief bypass. The RPM should drop according to the specifications for the hydraulic bypass (Typically 250-500 RPM). If the RPM will not drop, check and adjust your hydraulic pressure to the manufacturers specifications before continuing. 5. Turn the Power Adjustment Valve until the highest engine RPM is reached. NOTE: Using an exhaust gas analyzer your percentage of CO should be (.50% - 1.0%).

126

FUEL CHARACTERISTICS

What is LPG? LPG is liquefied petroleum gas commonly known as propane (C3H8 ), a combustible hydrocarbon based fuel. It comes from the refining of crude oil and natural gas. At normal pressure (29.92 Hg) and temperatures above -44F/-45C, propane remains in its gaseous form. At lower temperatures and/or higher pressures, propane will become a liquid. Propane is colorless and odorless. For safety reasons propane is required to be odorized as to indicate positively, by distinct odor, the presence of gas in air down to a concentration of not over 1/5th the lower level of flammability (0.4% in air). This is achieved by adding 1.0lbs. Of thiopane, or 1.4lbs of amyl mercaptan per 10,000 gallons of LPG. There are currently three grades of propane available, HD5 for internal combustion engines, commercial propane and propane/butane mix for other uses. The exact composition of propane varies slightly between different parts of the country and different refineries. Compared to gasoline, the energy of LPG is 74%. What is CNG? CNG is compressed natural gas. Natural gas (CH4 ) is naturally occurring mixture of combustible hydrocarbon gases found in porous formations beneath the earths surface. Natural gas is created by the decomposition of plant and animal remains, under great heat and pressure, over very long periods of time. Natural gas can be found as: Nonassociated gasfree gas not in contact with significant amounts of crude oil in the reservoir. Associated gasfree gas in contact with crude oil in the reservoir. Dissolved gasgas in solution with crude oil in the reservoir. For safety reasons propane is required to be odorized as to indicate positively, by distinct odor, the presence of gas in air down to a concentration of not over 1/5th the lower level of flammability (1.0% in air). This is achieved by adding ethyl mercaptan, or thiopane, or amyl mercaptan to the natural gas. Compared to gasoline the energy content of CNG is 25%.

Propane Component Propane C3H8 Propylene Butane C4H10 Iso-Butane Methane CH4 Total Volume (%) 90.00% min. up to 5.00% 2.00% 1.50% 1.50% 100.00%

Natural Gas Component Volume (%) Methane Ethane Propane Butanes Pentanes Hexanes Carbon Dioxide Nitrogen CH4 C2H6 C3H8 C4H10 C5H12 C6H14 CO2 N2 Total 92.00% 3.60% 1.00% 0.30% 0.10% 0.10% 1.00% 1.60% 100.00%

127

FUEL CHARACTERISTICS
FUEL CHARACTERISTICS OF VARIOUS FUELS
METHANE FORMULA RESEARCH OCTANE MOTOR OCTANE # CETANE # DENSITY OF LIQ. FUEL (lbs./ft.) / (kg/L) DENSITY OF GAS (lbs./ft.) / (kg/m) BOILING POINT (F) / (C) LOWER HEATING VALUE (BTU/ft.) / (kJ/L) ENERGY CONTENT (VOLUME) (BTU/ft.) / (kJ/L) ENERGY (wrt) GASOLINE ENERGY (wrt) DIESEL STOICHIOMETRIC A/F RATIO (mass) HEAT OF VAPORIZATION (BTU/lb.) / (kJ/kg) ENERGY OF STOICH. MIXTURE (BTU/ft.) / (kJ/L) AUTO IGNITION TEMP. (F) / (C) PEAK FLAME TEMP. (F) / (C) FLAMMABILITY LIMITS (Vol%) DETONATION LIMITS (Vol%) FLAME SPREAD RATE (ft./s) / (m/s) MAX. BURNING VEL. IN STP AIR (ft./s) / (m/s) SPECIFIC GRAVITY AT STP (lbs./ft.) / (kg/m) QUENCHING GAP IN STP AIR (in.) / (mm) FLAME VISIBILITY, RELATIVE FLASH POINT (F) / (C) (1.21-1.48) / (37-45) .034 / .55 .080 / 2.03 0.60 (1.41-1.71) / (43-52) .095 / 1.52 .070 / 1.78 0.60 (1.21-1.48) / (37-45) .034 / .55 .080 / 2.03 0.60 -306 / -188 .041 / .6512 -259 / -162 21,463 / 49,913 213,300 / 7875 25% 22% 17.30 218 / 507 97.0 / 3.58 1004 / 540 3254 / 1790 5.3-15 6.3-13.5 CH4 130 130 -10 PROPANE C3H8 112 97 5-10 31.78 / .509 .032 / .508 -44 / -42 19,882 / 46,238 637,500 / 25,535 74% 67% 15.70 182 / 423 103 / 3.79 842 / 450 3614 / 1990 2.1-10.4 3.4-35 6.3-13.5 -259 / -162 21,463 / 49,913 569,200 / 21,013 66% 60% 17.30 218 / 507 97.0 / 3.58 842 / 450 3254 / 1790 LNG CH4 130 130 -10 26.28 / .421 GASOLINE C8H16 91-98 83-90 8-14 46.57 / .746 .275 / 4.4 (81-464) / (27-240) 18,344 / 42,661 862,100 / 31,825 100% 91% 14.70 153 / 355 106 / 3.91 428 / 220 3591 / 1977 1.4-7.6 1.1-3.3 (13.1-19.7) / (4-6) (1.21-1.41) / (37-43) (.125-.250) / (2-4) .078 / 2 1.00 1.00 125 / 52 (.250-.375) / (4-6) 437 / 225 3729 / 2054 18,670 / 43,419 950,400 / 35,082 110% 100% 15.00 123 / 286 40-65 50.44 / .808 DIESEL C12H26

Comparison of Peak Flame Temperature The flammability range is the distance from the leanest (LEL) to the richest (UEL) mixture of fuel and air that will burn. Fuel with narrower ranges are safer to work with but are less versatile because they offer less choice of air fuel ratios. CNG has a peak flame temperature of 1790C/3254F which is 187C/337F (9.5%) cooler than the peak flame temperature of gasoline at 1977 C/3591F. The peak flame temperature of LPG at 1991 C/3614F is only 13C/23F (less than 1%) higher than gasoline. Volumetric Efficiency The amount of air entering an engine at a particular throttle angle and load is fixed. Any fuel added to the air before it enters the cylinder will displace an equal volume of air and will reduce the volumetric efficiency and power output of the engine, reductions are as follows: Dieselless than 1% (approx.) Gasoline1-2% (approx.) LPG4% (approx.) CNG9% (approx.)

Comparison of Energy Content Energy Content per unit of fuel (energy density) is an important factor affecting range and power output of internal combustion engines. Comparison of Autoignition Temp. The autoignition temperature is the temperature at which a fuel will ignite without safer than gasoline or diesel because the autoignition temperature is much higher. In respect to autoignition temperatures LPG, CNG and LNG are much safer than gasoline or diesel because the autoignition temperature is much higher.

128

LPG FUEL TANKS

Vapor Withdrawal LP Fuel Tanks Vapor withdrawal LPG fuel tanks are designed for fuel systems that require fuel to be supplied to the pressure regulator in vapor form. Since propane expands 270 times as it changes from a liquid to a vapor, far less fuel can flow through the fuel line to the engine. As a result, vapor withdrawal systems are used primarily on small displacement engines. Inside the fuel tank there is a dip tube attached to a vapor outlet port. This dip tube is designed in such a way that the open end is positioned in the vapor space above the 80% liquid level of the fuel tank when the tank is properly positioned horizontally or vertically. It is very important that the fuel tank not be filled with LPG to more than 80% of total water capacity. Overfilling and/or incorrect positioning of the fuel tank may allow liquid propane to enter the vapor fuel system through the vapor outlet port of the tank, causing the fuel system to malfunction. Frost forming on the vapor pressure regulator may be an indication that the fuel tank is overfilled and/or incorrectly in positioned. On vapor withdrawal fuel systems, the propane, stored as a liquid in the fuel tank is allowed to vaporize in the tank before entering the fuel system. Since propane absorbs heat when it vaporizes, the surface area of the fuel tank must be capable of supplying enough heat from the surrounding air to support the vaporization process. If the surface area of the fuel tank is not large enough to support the vaporization process, fuel pressure will drop and a reduction of engine power output may result. Frost forming on the outside of the fuel tank is an indication that the surface area of the fuel tank is not large enough to support the rate of vaporization. Liquid Withdrawal LP Fuel Tanks Liquid withdrawal LPG fuel tanks are designed for fuel systems that require fuel to be supplied to the pressure regulator in liquid form. Inside the fuel tank there is a dip tube attached to a liquid outlet port. This dip tube is designed so that the open end reaches the bottom of the fuel tank when the tank is positioned properly. Incorrect positioning of the fuel tank may allow propane vapor to enter the liquid outlet port of the tank. A lack of engine power output and/or frost on the fuel tank may be an indication that the tank is not positioned properly.

20% VAPOR VAPOR OUTLET 20% VAPOR

80% LIQUID

129

CARBURETION THEORY & OPERATION

Carburetor. The carburetors are all air valve design, utilizing a relatively constant pressure drop to draw fuel into the carburetor from cranking to full load. The advantage of this type of construction is a strong signal or vacuum set up by a metering spring (A) holding the air valve (B) closed. A pressure drop (C) under the air valve of approximately six inches of water column is required to open the valve during cranking. The vacuum also is communicated to the converter (D) to allow fuel flow. With the engine stopped, fuel is sealed off within the carburetor as well as in the converter and fuelock, giving a triple seal for safety. The air-fuel metering device, called a mixer, is completely self-contained. It requires no linkage or idle vacuum line to the intake manifold. This construction allows tremendous flexibility in installing the mixer or complete carburetor. Converter. The converter is a combined two-stage regulator and vaporizer. It receives liquid fuel at tank pressure from the filter/fuelock (E) and reduces that pressure in two stages to slightly less than atmospheric (F). When the engine is cranking or running, a partial vacuum is created in the fuel line to the carburetor (D), which opens the regulator permitting fuel to the carburetor. In the process of reducing the pressure upwards of approximately 180psi in the tank to atmospheric pressure, the liquid propane expands to become a vapor, causing refrigeration. To compensate for this and to assist in vaporization, water from the engine cooling system circulates through a heat exchanger (G). The regulator seals off fuel flow when the engine is stopped. We make three sizes of converters, the Model J which is rated at 100 HP, the Model E rated 325 HP, and the H-420 which is rated at 400 HP. All are available with a variety of options. Fuelock/Filter. The carburetion system starts with the filter and fuel lockoff. This is the VFF-30-2. The filter/fuelock is vacuum operated. When a slight vacuum is sensed (2 W.C.), it opens and allows fuel from the tank to flow through a fuel filter and then to the converter. Any time the engine stops, whether the ignition key is on or off, the fuel is shut off automatically. Also, it filters any large particles of solid material out of the fuel before they reach the high pressure side of the converter.

130

DIAPHRAGM OPERATED AIR-GAS VALVE CARBURETION

All but one model of the air valve carburetors use diaphragms of fiberglass and synthetic rubber or silicone material. Model 50 uses a metal piston with a sealing ring in place of a diaphragm for the purpose of reducing the carburetor size for small engines. The principal applied is the same for both. Cranking the engine lowers pressure in shaded area as piston decends. Through passages (P) in the air valve, lowered pressure is communicated to upper side of diaphragm (D). As a result, atmospheric pressure pushing upward on the diaphragm lists it against the downward pressure of the metering spring (S). Approximately 0.2 PSI (6 W.C.) of pressure is required to lift the air valve off its seat. Approximately 0.5. PSI (13.8 W.C.) lifts the valve to the top of its travel in full open position. Lowered pressure communicated to the top of the diaphragm varies with engine speed and position of throttle valve opening (T). The air valve assembly measures the air flow into the engine by moving precisely in response to the demands of the engine and throttle valve position. The controlled pressure drop of 0.2 to 0.5 PSI (6 - 13.8 W.C.) set up by the metering spring provides the signal or force necessary to draw fuel into the air stream within the carburetor. The gas metering valve (V) is attached to the air valve assembly and is shaped to admit the correct amount of fuel from the gas jet to mix with incoming air at any opening of the air valve. Carburetors provide two limited-range mixture adjustments:

1. Idle Air Bypass Adjustment (I). The total volume of air and fuel passing the closed throttle at idle is constant. The idle adjustment bypasses a portion of incoming air around the air valve opening. As the idle adjustment is opened, the air valve partially closes, thereby closing the gas metering valve and leaning the idle air-fuel mixture. 2. Power Mixture Adjustment (A). Controls mixtures when gas metering valve is withdrawn from the jet. This adjustment is effective only when the engine approaches full-load condition and can be set only with the engine loaded, at or close to its rated RPM limit. Mixtures between idle and full-load conditions are controlled by the gas metering valve shape. The gas metering valve is shaped to produce lean mixtures at light loads and increasingly rich mixtures at heavier loads and higher engine speeds. The shape of the gas valve is designed between the largest and smallest cubic inch displacement upon with the carburetor will be installed.

131

SELECTING THE CORRECT CARBURETOR SIZE

Air-Flow Capacities. It is important to size correctly the air-flow capacity of the conversion carburetor to the engine air-flow requirement. Specifying the correct carburetor is vital because a carburetor too small for a given engine limits horse-power. Up to a specific RPM, normal torque is obtained. Beyond that point, as air-flow is limited by the carburetor, torque falls off, with consequent diminishing of performance. A carburetor excessively large for an engine may cause starting troubles. Idle will not be stable, and fuel mixture will not be consistent. As a general rule, the air-flow capacity of the carburetor should be reasonably close to the air-flow requirement of the engine being converted. However, the type of service the engine performs is a necessary consideration in selecting the appropriate carburetor (or mixer). Keep in mind the following: Engines which are never operated at wide open throttle give the best performance and service with under carburetion. Services typical of this situation include lift trucks and passenger car applications. Engines with a degree of under carburetion are easier to start and will develop the low end torque required in these types of service. Determining Engine Air-Flow Requirements with the Charts. The charts give engine air-flow requirements for some common displacements at various RPMs. Find the value (air-flow requirement) for the engine with which you are concerned at the point where nearest size and speed (CID and RPM) intersect. Formulas for Cubic-Feet-Per-Minute (CFM) Air Flow Requirements. Determining specific air-flow requirement for any engine requires only the application of the following formulas: Naturally Aspirated Engines (Carbureted) CID x RPM / 1728 / 2 x .85 = CFM Required The engine air-flow requirement determined by this formula is at 85% of volumetric efficiency for four-cycle engines. For two-cycle engines double the cubic feet/ minute value. 1. Determine the cubic inch displacement of the engine from the identification plate or the users manual. (If the displacement is known in cubic centimeters, convert to cubic inches by multiplying cubic centimeters by .06102. If in liters, convert to cubic inches by multiplying liters by 61.02.) 2. Multiply the figure by the RPM figure corresponding to the maximum engine speed at wide open throttle. (Use the point at which the tachometer is redlined. If the engine is not equipped with a tachometer, refer to the users manual supplied with the vehicle or engine). 3. Divide this CIM (cubic inches per minute) by 1728 to obtain cubic feet per minute. 4. Divide the result by 2 (for four-stroke engines). 5. Multiply the figure you obtain by .85 (for 85% volumetric efficiency). 6. This figure is the precise air-flow requirement for the engine, accurate to one cubic foot/minute. Example: 351 CID x 4000 RPM = 1,404,000 cubic inches per minute 1,404,000 / 1728 = 812.5 CFM (2 stroke) 812.5 / 2 = 406.25 CFM (4 stroke) 406.25 / .85 = 345 CFM (at 85% volumetric efficiency) Fuel Injected Engines Due to the improved intake manifold design, use 100% of volumetric efficiency for fuel injected engines. CID x RPM / 1728 / 2 = CFM Required Example: 351 CID x 4000 RPM = 1,404,000 cubic inches per minute 1,404,000 / 1728 = 812.5 CFM (2 stroke) 812.5 / 2 = 406.25 CFM (4 stroke) 406.25 = 406.25 CFM (at 100% volumetric efficiency) Turbocharged Engines (with mixer upstream of turbocharger) CID x RPM / 1728 / 2 x % boost pressure + 1.00 = CFM Reqd Normal air inlet pressure to the engine is 14/7 PSI (one atmosphere). Adding turbocharger merely serves to increase the inlet pressure. For example, 6 PSI boost equates to 14.7 plus 6 PSI, or a combined inlet pressure of 20.7 PSI (or 140% of an atmosphere) at sea level. Here is how this works starting with the above formula: I. II. III. One atmosphere equals 14.7 PSI 6 PSI Boost equals 40% of one atmosphere. Thus you must multiply the normal CFM by 1.4 to establish the requirement for six pounds of boost pressure.

Example: 351 CID x 4000 RPM = 1,404,000 cubic inches per minute 1,404,000 / 1728 = 812.5 CFM (2 stroke) 812.5 / 2 = 406.25 CFM (4 stroke) 406.25 x 1.4 = 568.75 CFM (at 6 PSI boost) In selecting the correct carburetor or mixer from the listing, bear in mind whether the conversion is to be straight propane or dual fuel (propane and gasoline). All models listed are available for straight fuel or dual fuel applications.

132

SELECTING THE CORRECT CARBURETOR SIZE


ENGINE CID 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850 900 950 1000 1050 1100 1150 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650 1700 1750 1800 1850 1900 1950 2000 2050 2100 2150 2200 2250 2300 2350 2400 2450 2500 2550 2600 Engine RPM (Revolutions Per Minute) 400 5 10 14 19 23 28 32 37 42 46 51 56 61 65 70 74 79 84 89 93 97 102 106 111 115 120 125 130 134 140 144 149 152 158 163 168 172 177 191 186 191 195 200 205 210 215 219 223 228 232 238 242 600 7 14 21 28 35 42 49 56 63 84 76 84 91 98 109 112 119 125 133 139 146 156 164 172 180 187 194 198 202 208 216 224 232 240 244 250 258 266 272 279 285 293 300 306 313 320 329 334 341 349 356 362 800 10 18 28 37 47 56 65 74 83 93 102 112 121 130 139 149 158 167 177 186 195 202 214 223 232 244 250 260 270 279 289 299 307 316 325 333 345 354 360 372 380 390 400 410 420 430 440 450 460 466 473 485 1000 12 23 35 46 58 70 81 93 109 116 128 138 151 162 174 186 197 209 221 233 245 253 268 279 290 304 315 326 338 350 362 373 385 396 407 419 430 442 453 466 476 490 500 510 525 535 545 559 570 583 595 605 1200 15 28 42 56 70 84 98 111 129 139 153 166 181 195 209 223 237 252 266 280 294 305 322 335 349 364 378 392 404 420 434 448 459 476 489 500 517 531 544 549 572 588 600 614 630 643 657 671 684 698 711 727 1400 17 33 49 65 78 98 114 130 149 162 177 194 211 227 244 261 277 294 310 327 343 357 375 391 408 425 440 457 469 489 506 522 538 556 571 586 603 619 634 651 667 685 700 718 735 750 768 780 798 813 827 848 1600 20 37 56 74 93 112 130 148 169 185 203 221 241 260 279 299 316 336 355 374 392 409 428 447 467 485 503 523 537 559 579 596 616 636 653 666 690 707 725 744 763 783 800 822 840 858 879 890 912 928 943 969 Model G-CA55 G-CA100 G-CA125 G-CA200 G-CA225 1800 22 42 63 84 105 126 146 167 189 208 230 249 272 293 314 336 356 378 399 420 440 460 481 503 2000 25 46 70 93 116 140 162 185 209 232 256 277 302 325 348 373 396 420 443 467 490 512 535 Model G-CA55 G-CA100 G-CA125 G-CA200 G-CA225 G-CA300 (Standard) G-CA300-50 (High Flow) 2200 27 51 77 102 128 154 178 204 230 255 281 305 332 357 382 409 435 462 487 513 540 564 2400 30 56 84 110 139 168 195 223 251 270 306 333 362 389 416 446 474 503 531 559 590 2600 32 60 91 121 151 182 212 242 272 302 332 361 392 422 451 483 514 545 575 605 2800 34 65 98 130 163 196 228 261 293 326 359 388 423 454 486 520 554 588 3000 37 70 104 139 174 208 244 280 314 349 386 416 454 486 520 558 594 3200 39 75 112 148 186 224 260 298 335 373 413 444 486 519 555 595 3400 42 79 118 158 198 236 276 317 357 396 440 472 515 552 590 3600 44 84 125 167 209 250 293 335 378 420 462 500 545 586 3800 47 88 132 177 220 264 309 354 399 443 488 528 575 4000 49 93 139 185 232 278 325 372 419 466 512 556

Carb Sizing by Air-Flow Vehicle Engine Applications Wide Open Throttle 1-1/2 Hg Manifold Depression
Rated Horsepower 67 HP 106 HP 126 HP 172 HP 205 HP 217 HP 290 HP Cubic Feet/Minute 108 CFM 170 CFM 202 CFM 276 CFM 329 CFM 348 CFM 450 CFM Cubic Feet/Hour 6,480 CFH 10,200 CFH 12,120 CFH 16,560 CFH 19,749 CFH 20,880 CFH 27,000 CFH

Carb Sizing by Air-Flow Industrial Engine Applications Wide Open Throttle 2 Hg Manifold Depression
Rated Horsepower 77 HP 123 HP 146 HP 215 HP 237 HP Cubic Feet/Minute 124 CFM 197 CFM 235 CFM 345 CFM 380 CFM Cubic Feet/Hour 7,080 CFH 11,820 CFH 14,100 CFH 20,700 CFH 22,800 CFH

Match your engine cubic inch displacement (CID) and engine RPM to determine your required cubic feet/ minute (CFM), then choose the correct carb on the charts on the right. Engine air flow requirements listed on this chart are at 85% of volumetric efficiency for four-cycle engines. For two-cycle engines, double the cubic feet/minute figure shown. To convert liters to cubic inches, multiply by 61.02. 133

CARBURETOR (MIXER) SIZING AS IT RELATES TO AIR FLOW

Vehicle Engine Applications Wide Open Throttle 1-1/2 Hg Manifold Depression

Model 50 50-500 100 125 175 200 225 300A-1, 300A-20 300A-50, 300A-70 425

Rated Horsepower 56 HP 67 HP 106 HP 126 HP 130 HP 172 HP 205 HP 217 HP 270 HP 287 HP

Cubic Feet/ Minute 91 108 170 202 210 276 329 348 432 460

Cubic Feet/ Hour 5,460 6,480 10,200 12,120 12,360 16,560 19,740 20,880 25,920 27,600

Vehicle Engine Applications Wide Open Throttle 1-1/2 Hg Manifold Depression

Model 50 50-500 100 125 200 225 200D 425 200T 600 600D

Rated Horsepower 73 HP 77 HP 123 HP 146 HP 215 HP 237 HP 292 HP 333 HP 425 HP 600 HP 1000 HP

Cubic Feet/ Minute 118 124 197 235 345 380 468 533 680 960 1600

Cubic Feet/ Hour 7,080 7,440 11,820 14,100 20,700 22,800 28,080 31,980 40,980 57,800 96,000

134

FUEL SYSTEM ADJUSTMENT

Fuel System Adjustment Using an Emissions Analyzer 1. 2. 3. 4. Run the engine and allow it to warm up to its normal operating temperature. Install the emission analyzer sampling tube into the exhaust pipe. Adjust engine idle RPM to the OEM specifications. To do this, turn the screw located on the throttle stop IN to increase idle speed, and OUT to decrease idle speed. Adjust the idle mixture using the emissions analyzer. Turn the idle mixture screw out slowly in one-half turn increments, pausing after each turn to allow the analyzer to read the sample (about 30-45 seconds). Turning the screw OUT will lean the mixture, turning it IN will richen the mixture. Set the mixture (.50%-.90% CO for propane and natural gas) by adjusting the idle mixture. You may have to reset the idle speed as it may increase or decrease by this adjustment. If you are unable to adjust be low he 1% CO level you may need to inspect the mixer. The body may be worn or the gas valve may need replacing. If you are unable to richen the mixture, you may want to check for vacuum leaks or re-inspect the mixer for body wear. To adjust the power valve, accelerate to full throttle and introduce a maximum load to the engine (depending on the equipment you are working on, this could be a hydraulic, electric or a transmission stall). With the sample tube still in the exhaust pipe, move the power valve towards the lean setting until you obtain .50% to 1.0% CO reading. At that point, begin turning the power valve slightly towards the rich position.

5.

Fuel System Adjustment Using an Air-Fuel Ratio Analyzer 1. 2. 3. 4. Start the engine and allow it to warm to its normal operating temperature. Install the air-fuel ratio analyzer sampling tube into the exhaust pipe. Adjust the engine idle to the OEM specification. To do this, turn the screw located on the throttle stop IN to increase idle speed, and OUT to decrease idle speed. Adjust the idle mixture. Using the air/fuel ratio analyzer, turn the idle mixture screw out slowly in turn increments, pausing after each turn to allow the analyzer to read the sample (about 30-45 seconds). Turning the screw OUT will lean the mixture, turning it IN will richen the mixture. Set the mixture (14.0-14.9 to 1 air/fuel ratio for propane and 15.5 to 16.5 air/fuel ratio for natural gas) by adjusting the idle mixture. You may have to reset the idle speed as it may increase or decrease by this adjustment. To adjust the power valve, accelerate to full throttle and introduce a maximum load to the engine (depending on the equipment you are working on, this could be a hydraulic, electric or a transmission stall). With the sample tube still in the exhaust pipe, move the power valve to the maximum lean set ting. The engine should lose power, and CO should drop. At that point, begin turning the power valve slightly towards the rich position. Set the mixture (14.0-14.9 to 1 air/fuel ratio for propane and 15.5 to 16.5 air/fuel ratio for natural gas), and when you have reached manufacturers maximum load speed, allow the engine to return to idle. Then, reintroduce the load and check the air/fuel ratio analyzer. It should remain within the previous set specification. If you are unable to achieve this setting, check the gas valve and mixer body for wear. Once you have achieved your desired setting on the power valve, allow the engine to return to idle. You may need to readjust the idle setting as adjusting the power valve may affect the idle settings. Refer to steps #3 and #4 for idle setting. If you were unable to reach any of these settings you should check the air valve to ensure proper size and application.

5.

6.

135

PRELIMINARY ENGINE INSPECTION BEFORE CONVERSION

Preliminary Inspection Before any engine is converted to run on propane, it should be carefully inspected to determine its condition. It does not make sense to spend a lot of time and money installing a propane fuel system on an engine that isnt in good mechanical condition. Such an engine will not deliver satisfactory performance, and any subsequent problems or mechanical failures the engine experiences will probably be unjustly blamed on the use of propane fuel. A summary of the items that should be checked are listed below. Checking each and every item described below is not necessary on every conversion. Keep in mind, however, that checking the engine beforehand is good insurance in preventing trouble later on. The more thorough the inspection, the less likely problems are to appear afterwards. If the engine youre starting with is mechanically sound, you can be reasonably sure it will continue to perform well regardless of the fuel used.

Check Mileage One of the first things to check is the engines mileage or accumulated hours of running time. On most vehicles, the mileage can be determined by simply reading the odometer. Of the engine has been replaced or overhauled at some point in the past, find out when and figure only the mileage since then. On forklifts, industrial or offroad vehicles, and stationary engine, use the engine hour meter. If an engine has more than 60,000 miles on it, chances are it may need a valve job in the near future. Since propane can aggravate existing valve problems, it is extremely important that the valves be in good condition. High mileage engines should therefore receive a close inspection, including a compression check. Another factor to consider when checking engine mileage is the type of use the engine has been subjected to during its life. Light-duty highway miles are not as hard on an engine as short trip stop-and0go miles or heavy-duty use. Service History Determining the service history of a privately-owned passenger car or light truck can be difficult especially if the vehicle has changed owners. Fleet vehicles, on the other hand. typically have a detailed service record that includes dates and mileages for tune-ups, oil and filter changes, repairs, etc. If a service history is available, a quick scan can tell you whether the engine has been properly maintained. If the oil and filters have been changed at regular intervals and the engine has no history of high oil consumption, the bearins, rings and other wear surfaces inside the engine should be in good shape. But if oil changes have been haphazard or infrequent, theres a strong possibility that trouble may be lurking in the crankcase. Observe Performance An experiences mechanic can often judge an engines condition after observing how it runs and sounds for a few minutes. Start the engine and note how it behaves. Is it slow to start? Does it idle rough or miss? Either problem could indicate valve trouble. Watch the oil pressure and temperature gauges if the vehicle is so equipped. A low oil pressure reading is a clue that the main bearings are worn. A high temperature reading signals trouble in the cooling system. A buildup of mineral deposits on the inside of the engine block and heads may cause cooling problems if the engine is converted to propane. Check out the reason for the high temperature reading before converting the engine. Listen for unusual noises. A deep metallic sounding rap that increases in intensity with engine speed is characteristic of a bad rod bearing. Piston slap when the engine is cold tells you there is excessive piston-tocylinder clearance.

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PRELIMINARY ENGINE INSPECTION BEFORE CONVERSION

Rev the engine several times and observe the exhaust. Blue of black smoke may mean the engine is burning oil because of worn valve guides and/or piston rings. If your observations reveal any suspicious clues, check them out carefully to find the cause. Check the oil Pull out the dipstick and examine the condition of the oil. If it is muddy, frothy appearance with yellow or white foam present, it indicates moisture contamination. This can be a typical situation for engines that are operated for short periods of time and never reach normal operating temperature but it can also signal neglected oil change intervals or a coolant leak. Antifreeze contamination of the crankcase oil will quickly ruin bearings and cylinders. If you suspect a coolant leak, check the coolant level and pressure test the system. A hairline crack in the engine clock or cylinder head, or a leaky head gasket can lead to big problems if not corrected. Many fleets rely on periodic oil analysis to identify trace elements in crankcase oil resulting from engine wear, oil contamination and so on. Read the spark plugs The spark plugs can also provide you with many clues about the engines overall condition and state of tune. Reading the color and appearance of the deposits on the firing tip of the spark plugs will tell you whats happening inside the combustion chamber. The spark plugs must be removed for a compression test anyway so this step does not require any extra effort. If an engine is in good condition and is properly tunes, the ceramic insulator around the electrode in the tip of the spark plug will have light brown, tank or gray deposits on it. Heavy black oily deposits on the electrode insulator or plug shell are caused by oil burning (worn valve guides, piston rings or faulty PCV valve). These are not to be confused with fluffy black deposits which indicate a rich air/fuel condition. If the plug tips appear blistered, glazed or melted, it signals overheating, detonation or preignition, any of which can cause engine damage. Check Compression After removing all the spark plugs from the engine, wedge the accelerator pedal or linkage to hold the carburetor throttle wide open. Install a compression gauge into one of the spark plug holes and crank the engine until you feel four or five puffs. Write down the compression reading, and then repeat the test for each of the remaining cylinders. When youre through, the compression readings should not vary by more than 25 percent from the highest cylinder to the lowest.

Most engines in good condition will show compression readings between 110 and 160 psi. If the readings are substantially lower, say down around 60 to 80 psi, the rings and/or valves are worn and should be repaired prior to converting the engine to run on propane. To determine if the rings or valves are at fault, pour about an ounce of engine oil into the cylinder through the spark plug hold. Crank the engine over several times so the oil can temporarily seal the rings, the repeat the compression test. If the readings are now higher the rings are worn. If there is little of no change, the valves are leaking. A very low compression reading in two adjacent cylinders is a typical symptom of a blown or leaking head gasket. A zero reading in a cylinder usually indicates a bad valve.

137

MAINTENANCE SUGGESTIONS AND CHECKS

Maintenance Suggestions LP Gas powered vehicles maintenance schedules should be developed to suit the needs particular to the service to which vehicles are subjected. A. B. C. 1. Local climatic conditions. Fuel cleanliness in the area. Stop-start urban or steady state inter-city traffic. In cab-over or van installations in particular, air to the carburetor should be drawn from outside the engine compartment to avoid excess heating of intake air with consequent power loss of 1% per 10 deg. temperature rise over ambient air temperatures. The cooler aire will also insure a measure of protection against detonation and allow the use of optimum spark advance curves for best fuel conservation. In extreme cold conditions after starting the engine, it should be run at a fast idle for a period of time sufficient to raise engine coolant temperature to a slight warmth of 50-60 deg. A slow cold idle may injure the engine due to insufficient oil circulation. Starting the engine in extreme cold to move a vehicle a short distance, and stopping the engine without warming the coolant can result in trapping liquid propane in the heat exchanger. As this liquid vaporizes with the engine stopped, pressure in the heat exchanger will rise until excessive force is ap plied to closing the primary regulator valve against its seat. If this occurs frequently, the primary valve in the regulator may be damaged. Carburetion equipment in use deteriorates very slowly, with Viton rubber seats and diaphragm frequently lasting five years. However, equip ment removed from a vehicle and stored for any length of time must have repair kits installed, as diaphragms and gaskets tend to dry, shrink and harden as the light petroleum ends evapo rate and the coolant dries out of the gaskets.

dissemble the carburetor air valve from the bowl. If consistent, remove air valve cover, spring and air valve with diaphragm. Check the gas metering valve and gas jet for accumulation of foreign deposits or greasy substance and clean both with a brush and kerosene or equiva lent fluid as needed. Check air valve diaphragm for integrity and flexibility. Hold the diaphragm up against a strong light to check for small tears or pin holes. Normal life of the diaphragm and seat are five years barring excessive backfiring or similar abnormality. 4. With the carburetor air-gas valve and cover removed, it is a simple matter to check the con verter and fuelock for leaks. A. Turn the fuel on at the tank and check carburetor open gas jet for leakage. If fuelock and converter are operating properly, no fuel will leak through. Press primer button on front cover of converter to open gas regulator valve. A small amount of gas should pass through the jet as the system is emp tied back into the fuelock. If the fue lock is operating properly the gas flow will cease as soon as the fuel down steam of the fuelock is ex hausted. Next remove the vacuum hose to the fuelock from the fitting a the source of vacuum. With the primer button depressed, suck slightly on the fuelock vacuum hose. Fuel should flow immedi ately and stop flowing when suction is relieved.

2.

B.

C.

3.

Maintenance Checks At scheduled preventative maintenance increments: 1. Check coolant hoses for deterioration. Hardened hoses may crack or be subject to rupture, particularly if thermostats hotter than 160-170 deg. are used, or if hoses are located adjacent to ex haust manifold. Also check all vacuum hoses. If a fuel vapor is used between vaporizer/ regulator and carburetor, remove the hose and check for undue deterioration. Particularly check the vapor outlet fitting from the regulator for tightness. A zinc fitting will almost invariably be loose. If starting and idling have been consistently satisfactory, it should be unnecessary to

5.

2.

3.

These checks should indicate each component is operating properly. With consistent starting and idling, the vapor izer/regulator need not be disassembled. If inconsistent, remove regulator front cover and diaphragm assembly to check for oil and dirt deposits. If granules of foreign matter are embedded in the Viton rubber of the secondary valve, the valve and seat may be washed clean, however, it may be wise to replace the Viton valve for a perfect seal. These granules almost invariably enter the regulator in solution in the liquid propane and drop out as the fuel is vapor ized similar to salt water through a filter, with deposits of salt left after evaporation of the water. It is seldom a sign on insufficient filtration. Foreign matter and scale from the tank generally deposit in the filter when a new tank is installed. Welding scale and rust are frequently present in new tanks, and occasion ally residual water from the hydrostatic pres sure testing is still in the tank. A quart of alco hol injected into the tank with the propane fuel will allow it to pass through the carburetion system without freezing.

138

ENGINE STARTING PROBLEMS

Starting has never been a serious problem when dealing with straight alternate fuel engines. However, with dual fuel applications, especially those under 250 CID, there are many factors that can contribute to hard starting. These are:
1. 2. 3. 4. 5. 6. 7. 8. 9. Vacuum and air leaks. Incorrect carburetor sizing. Improper idle mixture. Incorrect location of carburetor, regulator, and/or fuelock. Improper location of electric fuelock lead. Poor engine condition. Incorrect spark plug gap. Cold ambient air temperatures. Idle air controller.

decreasing air flow at idle. This allows the idle screw to be adjusted in to richen the mixture, shutting off most of the bypass air and lifting the air valve farther off the seat during cranking. Setting the idle on a CA300A mixer is touchy on a small engine because of the large gas valve. With the gas inlet elbow removed, screw the idle adjustment IN until the rubber valve contacts the seat and stops turning. Back the adjustment out turn, reinstall the elbow. Advance the idle speed adjustment screw a turn or so to keep the engine running, then start engine. The idle should be set cold or cool. Adjust the valve in and out gently to determine where the engine speeds up (best vacuum). For final setting, slow idle speed to desired setting. When testing between adjustments, place finger over the opening to the idle mixture screw to prevent air entry. Install idle adjustment plug after desired idle is obtained. Location of Components Mounting the converter and fuelock off the engine is desirable when carbureting 4-cylinder engines. The vibration of the engine moves the converter rapidly back and forth while the secondary diaphragm tends to stay still. This causes the gas pressure to pulse, and can cause excessive fuel consumption. The added weight of an LP-gas mixer and adapter on a gasoline carburetor, if not properly braced, can combine with the vibration of a 4-cylinder engine to cause the gasoline carburetor bolts and screws, etc., to loosen, causing air leaks. Keep the atmospheric vent of the regulator out of the direct stream of the engine fan. This can also cause fluctuation of the secondary diaphragm and result in gas pressure pulsations. Electric Fuelock Connection The electric fuelock connection is often a source of starting trouble. Attaching the electric fuelock power lead to an ignition coil terminal is aweak source of current and it robs the ignition of need amperage. Engine Condition As previously mentioned, the engine itself can be a source of air leaks. Leaking intake seals, poorly seated rings, and leakage through the PCV valve hose are problem, however, the engine must be in good working order. Check the engine for any leaks downstream of the air valve. Compression pressure of 150 psi or better at cranking is desirable to prevent hard starting. Incorrect Spark Plug Gap Spark plugs should be in good condition and gapped to .030 to .032. A protruded nose plug is helpful if it will clear the piston at the top of its stroke. Ambient Temperature At very cold ambient temperatures (-30F., -34C. or below), there may be insufficient vapor pressure in the fuel tank to supply fuel to the converter/regulator, resulting in no start of hard starting. Another condition which may prevent starting in cold weather involves over priming. If this condition is suspected, attempt to start the engine with the primer disconnected by removing the electrical connector or by pinching the fuel hose. Idle Air Controller The idle air controller installed upstream of the air valve mixer could cause a leak down stream of the mixer.

Vacuum and Air Leaks In dual fuel applications on small displacement engines, an air leak which would not bother a larger engine becomes critical, especially at cranking speed. Any leak downstream of the air/gas valve will reduce the amount it will rise off its seat during cranking. In extreme conditions, air enters through the leak during the entire intake stroke, while the gas valve is lifted only during part of the stroke. This creates a mixture too lean to burn. A primer may furnish the added fuel around the metering valve to allow the engine to start, and with more numerous intake cycles the leak may be overcome. Vacuum leaks may be detected by spraying gasket sealed surfaces with a soapy solution. If a leak is located, the engine will speed up, due to the richer mixture. This technique is quite effective around the gasoline carburetor area. Air leaks may also be found in the engine, through intake valve seals or past rings which are not seated. The orifice in the PCV valve, which is open during cranking and closed under vacuum, can add a sizeable amount of air. Be sure the PCV valve does close properly after the engine starts. Incorrect Carburetor Sizing Use of a mixer that is too large for the engine displacement make idle adjustment extremely sensitive. When larger mixers are applied to smaller engines, enrichment for acceleration occurs too high in the RPM range to be practical. The small engine cannot lift the large air valve quickly or as high as a larger engine will. Improper Idle Mixture Correct idle mixture adjustment is critical to ease of starting. This is compounded if the mixer is oversize for the engine. When the idle mixture (air bypass) adjustment is closed, the sir valve will open farther at cranking, thus the air flow volume remains the same, but gas is increased. If the engine starts hard, check the idle mixture adjustment following this procedure. Tighten the idle mixture screw IN:. If the engine starts more easily, slow the engine down while adjusting the idle mixture to prevent stalling from an over rich mixture. Setting the idle mixture to the best idel (high vacuum) cold will give a reasonably lean but satisfactory mixture after the engine warms. If the idle adjustment must be backed out excessively in order to obtain a smooth idle, this may be compensated for by installing a spacer ring on the air valve. Placed between the air valve ring and the air valve shoulder it raises the air valve ring by about .004, thereby

139

IGNITION MODIFICATIONS FOR LP-GAS

Preliminary Inspection The ignition system plays a key role in determining engine performance regardless of the type of fuel used. It must provide sufficient firing voltage at precisely the right instant to ignite the air/fuel mixture in the cylinders. Any weakness in the system that reduces the available firing voltage can cause hard starting and misfiring as well as reduced fuel economy and performance. Since propane is a dry fuel and because it runs with a leaner air/fuel ratio than gasoline, it takes more voltage to fire the spark plugs. A lean air/fuel mixture does not conduct electricity as well as a rich one so more voltage is needed to push the park across the plug gap. Generally speaking, the plugs need a reliable 28,000 to 32,000 volts to fire consistently with the propane. If sufficient voltage is not available, misfiring will result. Todays electronic ignition system can produce more than enough voltage as can older point-type ignition systems. But for peak voltage output to be achieved, all the components in the ignition system must be in top condition. The ignition coil, distributor cap, rotor, plug wires and spark plugs, must all be up to specs as should the primary voltage in the ignition circuit that fires the coil. A one volt drop in the primary voltage, for example, can result in a 5,000 volt drop in coil output. A faulty ballast resistor, resistance wire, ignition coil or excessive resistance in the plug wires can reduce the available firing voltage to the point where misfiring becomes a problem. Arcing around the coil high voltage tower, between the terminals inside the distributor cap, between the rotor and distributor housing or shaft, or from a plug wire to ground can also cause misfiring. Routing adjacent plug wires to close together or parallel to one another can induce cross-firing and backfiring. It is very important, therefore, to make sure the ignition system is in good working condition before converting the engine to run on propane. Any weakness or problems should be corrected beforehand since propane will increase the demands on the system. A preliminary inspection of the ignition system should include the following: 1. Firing Voltage and Pattern Observing ignition performance on an oscilloscope is the best way to detect ignition faults. The scope will identify common problems such as inadequate firing voltage, excessive point resistance, fouled spark plugs, bad plug wires etc. If an oscilloscope is not available, firing voltage can be checked with an old spark plug. Remove the outer electrode from the firing tip. This creates a gap across which spark must jump. To test the ignition system, remove a plug wire from one of the spark plugs and attach it to a modified spark plug. Then, ground the shell of the plug against the engine and have a helper attempt to start the engine. If the spark jumps across the gas on the end of your modified spark plug, the ignition system has sufficient firing voltage. If no spark is observed, the ignition system should be carefully inspected to diagnose the cause of the weak spark condition.

2. Ignition Coil The ignition coil should be visually inspected for cracks or signs of carbon arcing around the high voltage tower and primary terminals. Coil output should be checked on the oscilloscope or with a spark tester as described above. If a weak coil is suspected, check the primary and secondary coil resistance with an ohm meter. If it is not within specs, replace the coil. 3. Distributor Cap and Rotor The distributor cap and rotor should be removed and closely inspected for signs of wear, corrosion, cracking, or carbon tracking. If any problems are found, a new premium quality cap and/or rotor should be installed. On older point-type ignition systems, substituting a distributor cap made from high-dielectric strength plastic for the original bakelite cap is recommended, especially if any modifications are made such as installing a high output ignition coil or capacitive discharge ignition control. 4. Spark Plug Wires The plug wires should be visually inspected for cracks, broken insulation or burns. The terminals should fit snugly into the distributor cap, and the boots should fit tightly around the spark plugs to keep out dirt, oil and moisture. Check each plug wires resistance from end to end with an ohm meter. If resistance exceeds factory specifications, a new set of premium quality wires should be installed. The 8mm silicone resistance wiring found on most late model high voltage ignition systems will provide good service with propane. It requires no upgrading. Solid core wiring offers no performance advantage over resistance wiring, and substituting solid core for resistance wiring will create radio interference and may affect the operation of certain electronic components in some vehicles. On the older point-type ignition systems, upgrading to silicone wiring and boots is recommended though not necessary. 5. Spark Plugs The spark plugs should be removed and inspected. If the center electrodes are worn so that the tips appear round instead of flat, the spark plugs should be replaced. If the center electrodes are not worn much, the spark plugs can be cleaned and re-gapped. Spark plugs should be in good condition and gapped to .030 to .032. Spark plugs are not an expensive item, and considering the fact that new plugs require less firing voltage than used plugs installing a new set of spark plugs is recommended for every propane conversion. The use of extended tip plugs can also enhance performance slightly because the firing tip is positioned further into the combustion chamber. Extended tip plugs are readily available for most engines and cost no more than standard plugs. Ignition Timing and Advance Ignition timing is another item that deserves close attention because many if the so-called problems that supposedly result from using propane are in fact due to incorrect timing. The most serious problem is detonation which results from too much total spark advance.

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IGNITION MODIFICATION FOR LP-GAS

Detonation During normal combustion the flame front inside the combustion chamber expands outward from the point of ignition like a balloon. Pressure increases quickly inside the combustion chamber and forces the piston down. Detonation can occur when theres too much spark advance. Igniting the fuel too far ahead to top dead center starts the fuel burning while it is still being compressed. Pressure builds up too rapidly inside the combustion chamber causing some of the remaining portions of unburned fuel to ignite spontaneously. When multiple flame fronts collide, they generate sharp pressure waves which can be heard as knocking or pinging noises outside the engine, and are extremely hard on pistons, rings and rod bearings. Over time, severe detonation will ruin the engine. Thats why detonation must be guarded against by carefully controlling igniton advance. Timing Advance Ignition timing advances with increasing engine speed because more time is needed for the fuel to burn. The rate at which the timing advances is determined by the centrifugal advance mechanism inside the distributor. On many late model passenger cars advance is now controlled electronically by the engine computer. Propane runs with a leaner air/fuel ratio than gasoline so it needs more advance to burn completely. At the same time, however the total amount of advance provided by the distributor centrifugal advance mechanism must be limited to compensate for the increased initial timing change. This is where inexperienced mechanics can get into trouble. If the mechanic fails to check total timing advance, he has no way of knowing how much advance the engine has at higher RPMs. If he has changed the initial timing adjustment without reducing the amount of centrifugal advance added by the distributor, the engine will have too much total advance at high speed and will likely suffer detonation problems. As a rule of thumb, total spark advance for propane should not exceed 27 to 30 degrees in heavy-duty engines. This is about 10 to 20 percent less than that for gasoline. Checking Total Advance Total ignition advance equals the initial timing adjustment plus the centrifugal advance added by the distributor. Distributor advance specs are generally available in shop repair manuals but in some instances the specs dont always match the distributor. The exact number of degrees of advance added by the distributor can be measured by pulling the distributor and putting it on a distributor machine, or by using a timing meter or timing light. If an adjustable timing light or magnetic timing meter is available, checking total advance is fairly simple. Disconnect the vacuum advance hose from the distributor and plug it. Start the engine and check the basic timing at the specified idle speed. Then increase engine speed to maximum cruise RPM and read the total degrees of advance on the meter or timing light.

If an adjustable timing light or mag timer are not available, an ordinary timing light can be used if additional timing marks are made on the crankshaft pulley, harmonic balancer or flywheel. Measure the spacing between the TDC or 0 and 10 degree timing marks. Then mark off additional 10 degree increments on the crank pulley, balancer, or flywheel in the opposite direction from which the timing mark advances. When the engine is revved up to maximum cruising RPM, the original timing mark will probably be advanced out of range, but one of the new marks will line up so total timing can be determined. For example, if the new 30 degree mark lines up with the 2 degree mark on the timing indicator, total advance is 30 degree plus 2 degree, or 32 degree. Modifying the Advance Curve For distributors with mechanical centrifugal advance mechanisms, the total amount of advance the distributor provides can be altered by installing a limiter plate or different sized advance control bushing. The limiter plate or bushing reduces the amount of flywheel travel thus limiting the amount of advance. Changing the weights and springs will alter the rate at which timing changes. Heavier flyweights and/or weaker springs will allow the timing to advance more quickly. A faster advance curve can enhance performance and low speed torque on light- duty engines but may cause detonation problems on heavy-duty applications. Changing the advance curve typically requires some experimentation to find the right combination that works best. On engines with electronic timing and no centrifugal advance mechanism in the distributor, modifying the advance curve and/or total advance requires changing the computer PROM or installing a black box unit that alters timing electronically. Dual-Fuel Applications In a straight propane fuel conversion, the ignition system should always be tailored for optimum performance on propane, but in dual-fuel conversions, the optimum timing curve for propane creates too much advance if gasoline is used. Such an engine would likely experience detonation problems with gasoline unless the ignition curve is changed. If the timing is adjusted to a compromise setting somewhere between the optimum settings for propane andgasoline, the engine will not perform as well as it could on either fuel. A compromise setting would still be over-advanced for gasoline and under-advanced (retarded) for propane. One solution to this dilemma is to adjust the engine to whichever fuel is to be used the majority of the time. This approach gives good performance on the primary fuel, but less than desirable performance on the backup fuel. The best solution is to install one of the black box unites that electronically tailors the ignition curve to the fuel being used. Such units automatically advance the timing for propane and retard it for gasoline.

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IGNITION MODIFICATIONS FOR LP-GAS

Vacuum Advance The vacuum advance diaphragm should be retained on light-duty vehicles because additional spark advance under light load and part throttle conditions help improve fuel economy and reduce exhaust temperatures. If timing as not advanced during such operating conditions, the air/fuel mixture can still be burning when it exits the combustion chamber. This causes exhaust temperatures to soar and the exhaust valves to turn excessively hot. The result can be preignition and premature exhaust valve failure. Total timing advance with the vacuum diaphragm connected should not exceed 40 degrees with propane. Going beyond 40 degrees does not improve mileage and greatly increases the risk of detonation. Check the vacuum advance by connecting a hand-held vacuum pump to the diaphragm. Read the degrees of timing advance when maximum vacuum is applied with engine running. Compensating for Altitude Another factor to consider when making timing modifications is altitude. At higher elevations, the air is thinner so the resulting air/fuel mixture is less dense. To compensate, an additional 4 degrees of timing advance can be added for every 5,000 ft. of increased altitude. For vehicles that must operate over a range of elevations, such as a delivery truck that starts out in a valley, but must climb mountain roads, some experimentation will be necessary to find a timing setting that provides sufficient power at higher elevations yet does not detonate at lower altitudes.

142

MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS


1
RK-J kit contains all necessary parts to replace components subject to deterioration. Installation of complete kit should be necessary only at time of major overhaul or when converter has been out of service for some time. Gaskets and diaphragms deteriorate if converter is stored after being used.

Start disassembly by removing secondary cover assembly (G-AC1-34). Take out six G-S1-59 screws to loosen cover.

Break cover loose by tapping with plastic screwdriver handle.

Remove secondary diaphragm assembly (G-A126). Diaphragm assembly must be moved toward LP-gas inlet to disengage diaphragm link from the lever assembly.

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MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS

Straight-on view showing lever still engaged in link slot. Move diaphragm ahead to clear slot.

Cover and diaphragm assembly removed.

Remove G-S1-42 screw to disassemble secondary lever from converter body.

Secondary lever assembly and spring (G-S2-35). Note locating tabs for spring at each side of lever. These, plus tab punched through top of lever, position spring correctly and prevent it from slipping out from under the lever.

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MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS

Remove primary regulator cover (G-C1-33). Take out seven G-S1-10 screws to loosen cover.

10 Cover and primary diaphragm assembly (G-AD122) removed. Note triangular lever riveted to diaphragm. This lever is supported on the upper side by a fulcrum cast in the cover. The lever rocks over the fulcrum to depress primary valve pin and spring. Pen points to sensing port for pressure regulation.

11 Primary valve pin (G-P1-14) and primary regulator spring (G-S2-36). Primary valve is operated by this pin moving through a boss in the converter body cover plate (G-P2-26). This isolates the diaphragm from contact with liquid propane and prevents diaphragm stiffening due to refrigeration.

12 Removal of cover plate and gasket (G-G1-85)


shows serrated vaporizing chamber in body and heat exchange labyrinth which heats vaporized fuel.

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MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS

13 Remove gasket (G-G1-85) from converter body


cover plate.

14 Pen points to aluminum alloy backing of primary


regulator valve (G-S4-16) in place in vaporizing chamber.

15 Viton seat is bonded to aluminum allow backing


of primary regulator valve.

16 With gasket (G-G1-85) in place and converter


body cover plate (G-P2-26) positioned, insert primary valve pin (G-P1-14) in place through the primary regulator spring (G-S2-36).

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MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS

17 Showing diaphragm assembly (G-AD1-22), primary regulator cover (G-C1-33), and screws (GS1-10). Diaphragm lever lifted to show fulcrum cast in cover over which lever rocks to operate primary valve pin.

18 With primary regulator cover, diaphragm assembly and converter body cover plate in place, turn seven (G-S1-10) screw in until they touch the cover. Then tighten screws from one side to the other until all screws are solidly tightened. Note that primary regulator cover has cast-in lettering indicating LPG inlet, water inlet and outlet and the primary pressure check plug. Small orifice below lower lettering is atmospheric vent to primary diaphragm.

19 Oil seat lightly and turn new seat by hand. Do


not use pliers, you could tear the nipple off the seat.

20 Secondary blue spring (G-S2-35) in place on


body. Secondary regulator lever assembly ready for replacement, attaches with G-S1-42 screw. An alternate orange spring (G-S2-38) Is installed when converter is also available for certain applications.

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MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS

21 Shows how secondary spring is located and held


in place by tabs on underside of regulator lever.

22 Hold lever assembly with fulcrum pin in place in


its locating groove, fasten in place by replacing G-S1-42 screw.

23 Tighten G-S1-42 screw solidly to retain lever


assembly. Secondary lever should be 1/32 below level of casting. Use a straight edge or G2-2 gauge.

24 Secondary diaphragm assembly ready for reassembly. Place diaphragm link slot over end of lever. Note, gap from which link is punched should be located toward the LP-gas inlet. Refer to pictures (4), (5) and (6) for proper placement.

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MODEL J REPAIR KIT INSTALLATION INSTRUCTIONS

25 With diaphragm assembly in place, replace secondary cover assembly using six G-S1-59 screws.

26 First, tighten screws in until they touch cover. Then tighten solidly, alternating from side to side until all screws are solidly seated.
Use only brass or plastic fittings in the water inlet and outlet passages. Steel fittings will cause the casting to deteriorate due to electrolysis.

149

MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

INSTALLATION SAFETY PRECAUTIONS: 1. Do NOT use Teflon thread tape on any of the NPT pipe-thread fittings where fuel travels. Use a suitable fuel-resistant joint compound. 2. Be sure to leak-check all fittings and covers for fuel tanks, using a soapy solution. 3. Be sure to use proper mounting bolts to secure the lockoff. Bolts which are too long may cause severe damage to the lockoff.

Kit includes: Gasket, Filter, Screen, Diaphragm Assy., Screws 8-32 x 5/8 (2), Screws 12-24 x 5/8 (2), Seal (Viton, bonded to aluminum), Lip Seal, Valve operating pin, Retaining washer, Instructions, Seal holder (tool) and Installation pin (tool).

Remove 10 screws from cover which has the words Fuel In cast into it.

Remove the cover and the gasket.

150

MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

Remove the filter and screen.

Remove screw holding valve screen in place.

Remove valve spring.

Remove valve seat.

151

MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

Remove valve operating pin.

Using a bent paper clip or wire, fashion a hook as shown.

10 Cutaway shows the relationship of the valve spring, valve seat, valve operating pin, seal retaining washer and o-ring. Note that removal of valve pin allows retaining washer to be removed through the Fuel Out (1/4 NPT) opening.

11 Insert wire hook through Fuel Out threaded


port to hook the retaining washer, then...

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MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

12 ...pull the retaining washer out of the body


through the jet hole.

13 Using the same hook/wire, pull the o-ring seal


through the hole in the body from which you removed the valve operating pin in step 7. Wash body, cover and jet area as needed, using kerosene or equivalent petroleum solvent. Do NOT use carburetor cleaner, as it will attack synthetic rubber seals.

14 Seal holder should be placed as shown in photo (bottom tool). Note that the hole in the seal holder, which accepts the O-ring lip seal, is tapered, and that the wider end of the opening faces up. The replacement seal must be coated with silicone grease prior to inserting into holder. Place the greased O-ring seal into the holder, using the installation pin (upper tool). Re-coat the seal with silicone grease. The seal must be in the position shown in the photo groove facing up, and visible. Seal is tapered to match the hole in the seal holder.

15 Place the body with the filter side up, as shown.

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MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

16 With the O-ring lip seal in the holder, groove


visible and facing up, slide the holder into the body. Look through the Fuel In port to check positioning of the seal, above the cavity of the seal recess (see cutaway, step 10).

17 Coat the installation pin with silicone grease and


push the seal through the holder and into the seat recess of the body. Remove installation pin and check for proper installation by looking into the Fuel In port. O-ring seal should be seated in the seal recess and groove should be visible.

18 Use needle nose pliers to insert seal retainer washer through the Fuel In threaded port. Again, refer to cutaway drawing, step 10.

19 Lubricate valve operating pin with silicone


grease and insert in body as shown, so that pin passes through retainer washer and o-ring lip seal. Rotate pin slowly to ease passage through washer and o-ring.

154

MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

20 Place valve seat on top of head of operating pin,


with aluminum side facing up and dark, Viton side against head of pin.

21 Add valve spring and secure with screw.

22 Lift valve spring slightly to confirm its freedom of movement.

23 Insert screen and filter.

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MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

24 Place gasket on body and align with screw holes.

25 Add filter cover and secure with screws. Alternate side to side when tightening screws.

26 Cover and diaphragm are removed. Clean parts


as necessary, using only kerosene or equivalent petroleum solvent. Do NOT use carburetor cleaner.

27 Check valve operating lever for freedom of


movement. Use silicone grease to coat the surface of the gasket which will contact the body. Note: gasket will only align with holes when installed correctly. Rivet heads in diaphragm plate should be on the cover side, not the body side.

156

MODEL VFF30 REPAIR KIT INSTALLATION INSTRUCTIONS

28 Add diaphragm to body, then...

29 ...add cover and secure with screws, alternating sides as you tighten screws.

157

MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

Under normal conditions, installation of a complete RK-E kit should be necessary only at time of major engine overhaul or when converter has been out of service for some time. Gaskets and diaphragms will deteriorate if converter is stored after being used.

First step is to disassemble the converter/ regulator. Remove diaphragm cover (G-AC1-221) by taking out the eight screws around the circumference.

Next, remove the secondary diaphragm assembly (G-AD1-14-1). This requires the assembly be moved about one inch from the gas outlet to disengage the two prongs of the diaphragm link from the lever.

Diaphragm and cover removed showing secondary lever with valve and spring.

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

Loosen screw which retains fulcrum pin.

Extract screw in preparation for removal of fulcrum pin.

Slide out fulcrum pin (G-P1-7). Remove completely from assembly. Removal of secondary fulcrum pin releases spring and lever assembly.

Remove primary diaphragm cover (G-C1-20). Requires removal of four fillister head screws and two pan head screws.

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

Removal of last pan head screw.

10 G-C1-20 cover removal releases two G-S2-13 primary springs and the primary diaphragm assembly. Remove primary diaphragm assembly (G-AD115). Pen tip points out primary valve pin (G-P111). Primary valve is actuated by this pin through the body. This isolates the diaphragm from any contact with liquid propane.

11 Remove the last two G-S1-39 screws.

12 Loosen and remove body (G-B1-20) from heat


exchanger (G-AB1-19).

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

13 G-B1-20 body removed with body gasket (G-G137) peeled back to show location. Sponge (G-F31) and primary valve (G-S4-7) shown in place in heat exchanger. Sponge absorbs liquid propane on cold starts, retains the liquid until it vaporizes.

14 Primary valve seat (G-S4-7). High pressure jet is


case-hardened steel, pressed in place. Old seat should be discarded.

15 Heat exchanger body (G-AB1-19). Pen points to one of two outlet ports from serrated vaporizing chamber. Fuel exits in these ports as a cold gasapproximately 40 degrees below zero. At rated flow, gas is warmed to 40 degrees above zero in the labyrinth.

16 Removal of back cover (G-C1-21). Requires removal of six G-S1-3 back cover screws.

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

17 Tap side of cover firmly with plastic handle to


break cover loose from gasket.

18 Back cover gasket (G-G1-35). Ribs on underside of cover support the back gasket while providing air gaps for expansion in case of a water freeze up.

19 G-G1-35 gasket removed to show accumulation of deposits from the use of hard water. This condition can be alleviated through use of radiator additives or permanent anti-freezes. Remove accumulation with wire brush before assembly. Steel water inlet and outlet fittings may cause erosion from electrolysis. Use brass or plastic water fittings only.

20 G-RK-E kit contains all necessary parts to replace components subject to deterioration.

162

MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

21 Reassembly of back cover (G-C1-21) and gasket


(G-G1-35) to heat exchanger body (G-AB1-19). Replace six G-S1-3 screws. Match mounting bosses in cover with those on heat exchanger. Tighten two screws indicated first, then upper and lower screws diagonally opposite to draw down evenly all around.

22 Pen indicates recess cast in body to contain sponge (G-F3-1). Recess is approximately .040-inch deep, so sponge must be located accurately.

23 Sponge in place, primary seat (G-S4-7) ready to install.

24 Replacement of body (G-B1-20) and body gasket


(G-G1-37). Mount body gasket on primary pin boss and two locating pins on underside of body. Use two G-S1-39 screws to locate body on heat exchanger body (G-AB1-19). Tighten screws to hold units in place.

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

25 Replace primary valve pin (G-P1-11).

26 Primary diaphragm assembly (G-AD1-15) ready to be put in place.

27 Install primary diaphragm assembly over locating pins and screw bosses. This gives proper alignment for assembly of springs and cover.

28 Place two primary valve springs (G-S2-13) upon


locating perches extruded from the back-up plate on the primary valve diaphragm assembly (G-AD1-15).

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

29 Press primary cover (G-C1-20) in place over the


primary valve springs and diaphragm assembly. Insert G-S1-40 screws. Protruding cups in cover house the primary springs.

30 Replace all screws with the exception of the one shown omitted in the illustration.

31 Tighten primary cover screws. Tighten six G-S139 screws until they just contact body. Then, tighten screws solidly first on one side then diagonally across the body on the opposite side until all screws are firmly tightened.

32 Remove old secondary seat (G-S4-6) from lever


(G-AL1-13). With diagonal pliers or equivalent, straighten secondary seat pin (G-P1-9) and remove seat from lever.

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

33 Press new secondary seat (G-S4-25) into opening left by removal of lever perch. Be certain that secondary seat snap locks into place.

34 Completed secondary valve and lever assembly. Clip top of the seat stem off 1/8, to prevent contact with secondary diaphragm.

35 Replace secondary lever. Insert fulcrum pin (G-P1-7).

36 Replace final G-S1-39 screw.

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MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

37 Tighten screw.

38 Use straight edge or G-G2-2 gauge to check lever height. Secondary lever link pin should be approximately 1/32-inch below the level of the body casting. Note: On the G-PE converter (pressure model) the setting should be 3/32-inch below straight edge.

39 Replace secondary spring (G-S2-22). Slip spring under secondary lever making sure it is retained by the two tabs at the sides and the single tab punched through top of the lever. If a new spring is installed, a blue spring (G-S2-22_ is used with any carburetor or adaption with the exception of the CA300A mixer. The CA300A or another make of venture carburetor requires use of orange spring G-S2-23. The orange spring may be used with a carburetor when the G-EC-1 device is installed.

40 Slotted diaphragm link shown in position to engage link pin. Link and link pin in proper relationship.

167

MODEL E REPAIR KIT INSTALLATION INSTRUCTIONS

41 Replace cover (G-AC1-22-1). Turn eight G-S1-2


screws until all contact cover. Then, tighten from side to side until all are firmly seated.

42 Completed converter. Check under pressure with soap suds or testing solution to detect possible leaks. If an elbow is used in the gas outlet, it must be a full-flow fitting such as 1 pipe or GF4-1, shown here.
Use only brass or plastic fittings in the water inlet and outlet passages. Steel fittings will cause the casting to deteriorate due to electrolysis.

168

MODEL 50 SERIES REPAIR KIT INSTALLATION INSTRUCTIONS

With carburetor removed from engine, remove 4 screws (G-S1-3) holding throttle body to mixer bowl.

With throttle body removed, note that gasket retains idle cutoff piston in place (under finger tip).

Remove gasket. Idle cutoff piston and spring are released. Do not lose either one.

Remove check valve plate and air valve spring. Lift air/gas valve from mixer bowl.

169

MODEL 50 SERIES REPAIR KIT INSTALLATION INSTRUCTIONS

Clean mixer bowl assembly in kerosene or equivalent petroleum solvent. Do not use carburetor cleaner as it will attack synthetic rubber seals.

G-RKCA50/55 KIT INCLUDES:


1 1 1 1 4 1 1 1 G-AV1-18 G-R1-23 G-AP2-32 G-G1-92 G-S1-3 G-P4-1 G-S2-44 G-PPI-6 Air-Gas Valve Assy. Ring, Sealing Plate, Check Valve Gasket, TB to Mixer Screw, 10-24 x 5/8 Piston, Idle cutoff Spring, Idle cutoff Instruction

Install sealing ring in piston groove. Install one end in groove and coax the ring in spirally to avoid breaking or creasing the ring.

Replace air/gas valve assembly in mixer bowl. Tilt valve slightly to insert one end of the split sealing ring into the cylinder of the bowl. Then, using pencil lead or similar point, slide around circumference of sealing ring pressing it in until ring and assembly drop into the bowl. NOTE: When installing the air/gas valve assembly it is recommended that a lubricant such as WD-40 be sprayed onto the mixer body well. This eliminates the possibility of the air/gas valve assembly sticking to the body.

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MODEL 50 SERIES REPAIR KIT INSTALLATION INSTRUCTIONS

Replace air/valve spring and check valve plate in the mixer bowl.

10 Shows mixer bowl assembled with check valve assembly centered towards air horn. The idle cutoff piston and spring are shown in place ready for assembly to the mixer bowl.

11 Gasket in place retaining idle cutoff piston in its recess (under thumb).

12 Invert throttle body, holding gasket and idle cutoff piston in place. Note cutout of gasket to clear check valve assembly on plate.

171

MODEL 50 SERIES REPAIR KIT INSTALLATION INSTRUCTIONS

13 Lower throttle body gently onto mixer bowl making sure idle cutoff piston does not escape from its recess. With throttle body flush on the mixer bowl, align the holes and start the 4 screws. NOTE: When installing the air/gas valve assembly it is recommended that a lubricant such WD40 be sprayed onto the mixer body well. This eliminates the possibility of the air/gas valve assembly sticking to the body.

14 Tighten 4 screws.

15 With assembly completed, reach a thumb into the carburetor air horn and lift air valve several times to check free movement. Air valve should lift easily and return slowly due to action of check valve.

172

BILL TO:

SHIP TO:

PURCHASE ORDER NO.

UPS GROUND

UPS RED

UPS BLUE

UPS ORANGE

TRUCK

WILL CALL

ORDER DATE

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PART NO.

DESCRIPTION

PRICE EACH

TOTAL

Note: Freight charges will be applied once order has been processed. PAYMENT OPTIONS:
(Please select payment type)

TOTAL

NET 30 (Existing Customers ONLY) C.O.D.

ORDERED BY: CARD NUMBER EXPIRATION DATE CARDHOLDER NAME

CREDIT CARD VISA MASTERCARD AMERICAN EXPRESS DISCOVER

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

173

DATE: NAME OF FIRM/CORPORATION: STREET: CITY:

FAX:

PHONE:

STATE:

ZIP:

THE FOLLOWING INFORMATION IS SUBMITTED FOR YOUR CONSIDERATION AS A BASIS OF CREDIT TO US: WE OPERATE: WHAT BRANDS OF EQUIPMENT DO YOU HANDLE: WE HAVE BEEN ESTABLISHED SINCE:

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(IF CORPORATION, LIST NAMES OF OFFICERS AND TITLES) OWNER: ANNUAL SALES VOLUME: MANAGER:

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PLEASE LIST 3 TRADE REFERENCES THAT YOU ARE PRESENTLY DOING BUSINESS WITH: **PLEASE INCLUDE FAX NUMBERS FOR IMMEDIATE RESPONSES** COMPANY ADDRESS COMPANY ADDRESS COMPANY ADDRESS CONTACT PERSON: WE UNDERSTAND AND AGREE WITH THE CREDIT TERMS OF PNG TECHNOLOGIES, WHICH REQUIRE ALL INVOICES TO BE PAID WITHIN THIRTY (30) DAYS FROM INVOICE DATE. DATE: SIGNED BY: TITLE: PHONE CITY PHONE CITY PHONE CITY FAX STATE FAX STATE FAX STATE ZIP ZIP ZIP

174

Products in this catalog are available directly from PNG Technologies Toll-Free: 1-866-764-7278 Visit us on the web: www.pngtechnologies.com

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KC-UNIVERSAL Complete LPG Kit (Less Tank)


Some say buy oem style kits. But, how many mechanics have worked on that forklift over the years? Most of that truck has already been replaced with aftermarket parts. So, some things dont match up to the original oem style truck. Our kits have it all. Plus more! When you are in the field you can not make bracket changes or make your hoses longer. With PNGs LPG kit you get bulk! Try our universal kits and see for yourself!

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