The issue of the automotive and heavy-duty industry moving toward more alternative fuel useage will always be an important topic of discussion for the rebuilding industry. And, no matter which side of the fence you are on regarding a reduction in petroleum in today’s vehicles, alternative fuels may provide more engine-related opportunities to your business.

In issues past, Engine Builder magazine has taken a look at numerous alternative fuels and their impact on engine builders, including natural gas, biodiesel, ethanol, etc. In this year’s Green Strategies Guide, we turn our focus toward propane (known as autogas) as a viable alternative engine fuel that’s opening niche prospects for our industry.

While the use of propane as a vehicle fuel is on the rise, many rebuilders and other engine specialists in the auto and truck industry have not serviced engines using autogas. But that is expected to change in the near future, as more fleets begin to operate their vehicles with propane-autogas.

First off, you should know that there are basically two types of propane vehicles: dedicated and bi-fuel. Dedicated propane vehicles are designed to run only on propane, while bi-fuel propane vehicles have two separate fueling systems that enable the vehicle to use either propane or gasoline.

According to the Alternative Fuels Data Center (AFDC), propane vehicle’s power, acceleration and cruising speed are similar to those of conventionally-fueled vehicles. The driving range for dedicated and bi-fuel vehicles is also comparable. Extra storage tanks can increase range, but the tank size and additional weight affect payload capacity.

Low maintenance costs are one reason behind propane’s popularity for use in light-duty vehicles, such as pickup trucks and taxis, and for heavy-duty vehicles, such as school buses (seen here). Propane’s high octane rating (104 to 112 compared with 87 to 92 for gasoline) and low carbon and oil contamination characteristics have resulted in documented engine life of up to two times that of gasoline engines. Because the fuel’s mixture (propane and air) is completely gaseous, cold start problems associated with liquid fuel are reduced.

Compared with vehicles fueled with conventional diesel and gasoline, propane vehicles can produce lower amounts of harmful emissions, depending on vehicle type and drive cycle.

For more on how autogas can impact engine builders, we turned to Michael Taylor, director of autogas business development at the Propane Education & Research Council (PERC).

Taylor said one of the biggest challenges for today’s engine builder regarding retrofitting an engine to operate on LPG is training. “Retrofitting or converting an engine to operate on propane autogas can be complicated if the engine builder has not received proper training regarding the systems and required installation processes and procedures,” Taylor said. “Today’s liquid propane injection systems are very similar to current automotive technology, but requires technicians to have some applicable knowledge regarding propane autogas as a motor fuel combined with high level expertise in installation, troubleshooting and diagnostics.”

Taylor said if an engine builder is designing and developing a purpose built, gaseous fueled engine designed to operate with propane autogas as the primary fuel from scratch, there may be some modifications which are based solely on the characteristics of the fuel.

“Modifications may include the engine block, heads, pistons and rings, valves and seats, intake manifold, injectors, fuel lines and the fuel delivery system as well as calibration and optimization requirements to ensure the engine operates at peak performance,” he said.

“However, if an engine builder is converting an existing engine with a certified EPA- and/or CARB-compliant propane autogas system, typically the systems are ‘plug and play’ and do not involve major engine modifications outside of the installation of propane autogas injectors, fuel rails, fuel lines, fuel tank and some electrical components designed to ensure the engine performs at the highest level possible. Each manufacturer’s systems may vary slightly in components but major modifications to existing engine components are not required.”

While Taylor said an engine builder shop is not mandated to be EPA certified to perform LPG conversions, PERC does not condone or support the installation of any systems that have not secured the required EPA certification(s).

“We encourage engine builders to seek out and work with certified systems manufacturers only. These reputable manufacturers have invested significant amounts of money and time required to obtain EPA emissions certification requirements and will provide the highest level of training, warranty and support for their products,” he said.

Taylor and others belive that propane autogas and bi-fuel aftermarket conversions will continue to be a significant market niche for a number of reasons.

“The high price of conventional fuels and increased maintenance and repair costs directly linked to the increased emissions equipment required to comply with EPA certification are the major contributing factors when fleets consider the switch to propane autogas conversions,” Taylor said, adding suppliers like ICOM North America, IMPCO, Alliance Autogas, Clean Fuel USA and Bi-Phase now offer hundreds of certified systems and their businesses have experienced significant growth in light-duty, medium-duty and heavy-duty vehicle conversions.

While sales of dedicated and bi-fuel propane autogas certified systems have increased in all 50 states, significant increases are taking place in regions or states that offer incentives which offset initial conversion and ­operations costs. Taylor said currently, Texas, Florida and California are extremely supportive of alternative fuels expansion and offer very aggressive incentives which highly favor propane autogas conversions. Federal and state grant and incentives information can be found on the Department of Energy Alternative Fuels Data Center at www.afdc.energy.gov/fuels/propane.html.

Converting the Converters

Taylor said engine shops looking to perform autogas conversions will discover that system complexity varies by manufacturer and requires engine specialist training to ensure the engine conversion is compliant once the process is completed.

“Highly trained, experienced certified technicians typically can install a complete propane autogas conversion within eight hours,” he said.

“Additional fuel tanks or vehicle modifications required to accommodate the equipment can lengthen or shorten the installation time period.”

One of the biggest misconceptions regarding efficiency of LPG in automotive and heavy-duty truck engines is that propane doesn’t have the power of a comparable diesel engine.

“While this is an appealing argument, propane autogas engines have proven they can actually outperform their diesel counterparts in most applications while providing a quieter, safer passenger compartment and eliminate all contamination and carcinogen concerns,” Taylor said. “Propane has an octane rating of 104 and power is not a challenge for our fuel.”

Taylor explained for the most part, aftermarket engines which are converted to propane autogas do not require a turbocharger or supercharger.

“If the engine builder is developing a purpose built gaseous fueled engine, a turbocharger or supercharger may be used to increase engine performance, improve air flow and fuel combustion while reducing engine emission.” he said.

While increased engine longevity is reported in customer’s claims and feedback, PERC cannot validate longer engine life associated strictly to deployment of propane autogas fuel. “It is well documented that propane autogas is inherently a cleaner burning fuel during the combustion phase than gasoline or diesel and many fleets do report less engine wear and tear with propane compared to conventional fuels.

One fact that we can cite and validate is that propane autogas does not require the complicated, extensive emissions equipment required by conventional fuels; therefore, fleets are reporting reduced operations costs which translates into less maintenance and less downtime, which should support the claims for a longer lasting engine.”

Conversion Details

Taylor explained that a gasoline engine conversion to a propane autogas systems vary in complexity. The average price range is $6,000-$12,000 and will depend on a number of factors which include the choice of OEM dedicated or aftermarket bi-fuel systems, engine family and class and the number of fuel tanks required.

For now, diesel engine conversions to propane autogas is a new and developing field. There are no EPA- and/or CARB-certified systems available for diesel engine conversions; however, PERC continues to pursue the development of this technology through the investment of research and testing funds with reputable companies who are pursuing this highly coveted product.

For more information on propane ­autogas and other alternative fuels, check out the following sites.

• The Propane Education & Research Council (PERC) promotes the safe and efficient use of odorized propane gas. It accomplishes this through wide-ranging programs that support safety, training and the development and commercialization of promising propane technologies. www.propanecouncil.org

• The Alternative Fuels Data­ ­Center (AFDC) is a comprehensive clearinghouse of information about advanced transportation technologies. The AFDC offers unbiased info, data and tools related to the deployment of alternative fuels and advanced vehicles. www.afdc.energy.gov/vehicles/propane.html

• A visionary company founded in 1993, CleanFUEL was the first in the U.S. industry to develop liquid propane fuel injection systems. For 20 years, the firm has maintained a reputation for providing safe, reliable and cost-effective vehicles, stations and dispensers that comply with environmental regulations. www.cleanfuelusa.com

• American Alternative Fuels is a leader in bringing practical alternative fuel technology to the fleet vehicles of America. The organization researches and tests the latest fuel technologies to determine the most cost-effective and practical approach for various applications. Current options include LPG (Propane), CNG (Natural Gas) and electric high- and low-speed vehicles. www.aafuel.com

• National Alternative Fuels Training Consortium (NAFTC) is a pioneer in developing, managing, and promoting programs that focusses on improving energy independence and encouraging the use of cleaner transportation. The NAFTC provides alternative fuel vehicle and advanced technology vehicle training to mechanics and technicians. http://naftc.wvu.edu

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It was special in so many ways. First of all, it was the first V8 engine for the Ford line of cars. Nobody could imagine the effects it would have on the racing and hot rod world in the years to come. Even in its stock trim, it was a gutty little powerplant, but it would serve as a basis for many performance versions in the years to come.

There was so much that could be done to these engines, and since there were no professional engine builders at the time, the drawing board was a blank sheet of paper for thousands of creative minds to address. Just about everything was tried, including carburetors of varying numbers, fuel injection, supercharging, boring and stroking, relieving, and on and on.

And as surprising as it may seem, the engine still lives today and can be found in modern land speed, hot rods and other types of performance vehicles. A large number of aftermarket parts are available for the flathead. The magnetism is still in place, maybe it’s all those stud bolts peering out from the heads that gets the attention of modern engine builders.

But it must be noted that the flathead term does not just signify one single engine. There were actually initially several versions of the Flathead, but only three that attracted period engine builders who would modify them for motorsports endeavors. The smallest was the so-called V8-60 with the 60 indicating the stock horsepower it acquired from its 136 cubic inches of displacement. There were two later versions displacing 239.4 and 255.4 cubic inches, with 85 and 100

horse ratings. There was also a little-used flathead, a 221cid V8. It was forgotten in racing, but in 1935 it would be on display at the world’s biggest race.

Note: This article will be divided into two parts, the V8-60 and 221 addressed in this issue, followed by the 239.4 and 255 versions in our next issue.

Part One-The Ford V8-60 and 221 Flathead Engines

The V8-60 Engine

The V8-60 engine holds a special position in the history of midget racing. It was known as the “Poor Man’s Offy” referring to the pure-race Offenhouser four-cylinder powerhouse. It was originally planned to be a car engine, but it was just too small for that mission. But it was perfect for the small open wheel midgets, and was still a competitive machine on the racetrack into the 1960s. And also, It was a perfect fit for the A Modified and S Stock hydroplane classes.

The engine builders were often the guys that bought the engines. There were many available aftermarket parts while some

In post-war midget racing, a dual-carb, aftermarket heads V8-60 set-up like this was a common sight.

of the more skilled fabricated their own parts. The most common pieces that were added to the V8-60 included heads, cams, intakes, carbs, and exhausts.

Each of those engines had its individual touch of its engine builder.

The little V8-60 flathead engine had three main bearings, along with a 3.2 inch stroke and a 2.6 inch bore. Its compression ratio was only 5.61 with its twin water pumps placed in front of the block. It was introduced in the United States in 1937, and would continue to be improved through its years of production. Included were a new combustion chamber shape, aluminum heads, substitution of a Stromberg two-barrel carburetor, and the use of steel pistons instead of aluminum.

Longtime engine builder Rich Willim is one the masters on the modification of this smallest of the flatheads. He has been involved with the V8-60 for more than six decades, both as a builder, a competitor using a self-modified V8-60 in hydroplace racing, and the author of one of the V8-60 bibles with his book, “The V8-60 Ford’s Little Powerhouse.”

He explained that the actual horsepower of the V8-60 was not well known, but the word was out that an Edelbrock-

This vintage pavement midget uses a stock V8-60 powerplant.

designed V8-60 with a .030 overbore, an Isky Cam, and on methanol produced about a 129 horses. Willim upgraded that engine with .100 overbore and two Stromberg carbs and made 142hp at 7600rpm.

Engine builders often investigated different crankshafts for use on the engine. Willim explained, “There were some racing modifications made to cranks. Edelbrock, Claysmith and Eddie Meyer were the prime crank modifiers. The work involved providing extra clearance on bearing surfaces and reducing the weight of the counter weight which resulted in better rotating-assembly balance. In addition, custom 180 degree cranks were produced by Norden which produced huge torque.”

Cams were abundant for the V8-60 engine builder, the most popular being the Winfield, Claysmith, Herman & Collins, Weber, and Isky. Willim explained that the Winfield had a pair of cams to be used with stock valve springs with performance gained in the valve timing. Claysmith had a pair of cams, one for midgets and one for race boats. The Isky cams appeared in great numbers with high torque, short track applications. The hottest of the Isky cams was the so-called 620BS, which could only be acquired as a part of a complete Edelbrock engine.

This V8-60 is garbed in Eddie Meyer aftermarket parts with both heads and intake, in addition to twin carbs.

Since drag racing was mostly restricted to the streets in the post-war period, the V8-60 was used in that application. But during the early 1950s, the best place to demonstrate speed was in high-speed racing on the Bonneville Salt Flats and other long, clean, desert surfaces. One of the smallest of those racers was formed by a WWII bomber belly tank. Inside, there was room for the driver and an upgraded V8-60 engine. With its clean aerodynamics and V8-60 power, these mini machines were rockets.

Willim indicated that, like the cams, there were also a number of aftermarket performance pistons which found their way into V8-60 race engines. “The most popular piston builder was by far the Jahns brand, and few engine builders looked any further. Pistons came in sizes varying from stock to a 170-inch overbore, Also, Mickey Thompson produced aftermarket rods for the V8-60,” he said.

The aftermarket cylinder heads from Edelbrock, Offenhauser, Weiand Sharp and Eddie Meyer were the leaders of the pack. It was possible to considerably increase the V8-60 compression ratio with all of them, up to 10-1 in some cases.

The most visible indication of an upgraded 60 was the appearance of multi-carburetor intake manifolds. The key to this

This nifty midget is fitted with aftermarket heads and and twin carbs.

modification were the intake manifolds. The two-carb Edelbrock intake had an excellent reputation. There was also a two-carb version built by Smith and Jones. But some other engine builders felt the more the merrier and built both three- and four-carb versions.

Without a doubt, the most popular carbs used with the V8-60 were the Stromberg two-barrel carbs which could easily convert to run methanol.

The 221 Flathead Engine

There was one other member of the flathead family, the 221 V8, which was the first of the flatheads to be produced. It appeared to have all the qualities to be modified for high ­performance and racing. It was first produced from 1935 to 1941.

With stock iron heads, it produced 94 horsepower and had 155 pound-feet of torque. But there was no place for it with stock cars or open wheel machines, which were monopolized by the 136 and the larger 239/255 family.

It was then that Henry Ford decided that it was time to go racing. He selected Indianapolis where he fielded a small

Surprisingly, the 221 flathead engine was ­selected to power 10 Indy Cars at the 1935 Indy 500. Each carried four carburetors, but the results were pitiful.

number of cars to compete in the Indy 500. The engine that was selected was the 221, which was equipped with an aftermarket block and four carburetors. The engine developed 150 horsepower, but the experiment failed miserably. Of the 10 cars that were entered, only four qualified and none of them finished the race. Granted, it was a late decision, but some of Fords finest engineers and engine builders tried to make it work.

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