Reply to Thread

This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.

Message: <blockquote data-quote="71buickfreak" data-source="post: 2100341" data-attributes="member: 8373">Like LpG, CNG is dry, which is the only thing that could be considered "hard" on an engine. Both are much cleaner, so the cylinders stay clean, no gunk to clog them up. You can burn a valve pretty quick if you have a manifold gasket leak because it is a dry fuel, there is no lubrication or cooling from the fuel itself. In a modern engine, that is not as much of a concern as the oiling systems and fuel injection are much better. Also, unlike most propane conversions done on old farm equipment, CNG conversion typically leave the gasoline system intact, so you can run both, limiting any issues. Most CNG conversions suggest hardened valve seats and valves. I honestly can't think of a modern engine that would not have a hardened valvetrain as unleaded gas is hard on them as well. The real issue is heat, and as I said earlier, the dry fuel is the issue. Most of the Propane conversions are carb replacements, which leads to uneven distribution, which can kill the valves. However, most modern high quality kits replace the injectors with CNG units and they are able to maintain the same and sometimes even cooler valve seat temps. If I were doing a CNG retrofit on an older carbed engine, I would convert it to injectors rather than a carb conversion. For a modern engine, it really is not much of an issue as long as you are not using a cheapo kit that requires tapping the intake. It needs to replace the OEM injectors. I have had several LPG rigs, mainly air compressor for hi-pressure media blasting. Carb conversions. I ended up switching them back to gas for logistical reasons.</blockquote>

Verification