Seriously, look into proper LPG optimisation.
LPG has a lower calorific value so requires more fuel, but has a higher
octane so can handle more advance and compression before pre-ignition.
Using sequential injection rather than a simple gas ring in the inlet
and the correct ignition and compression (or artificially raised through
forced induction) you can at least equal petrol efficiency.
It isn't rocket science, LPG is the ideal for for turbo boosting and
because of the better resistance to knock, you don't need to over-richen
the mixture to reduce the risk of knock. Petrol and diesel engines very
often run massively rich under boost to cool the engine to keep the
Just experience that manufacturers would rather throw your fuel, at
providing extra protection, than their money at providing a replacement
engine. They cover their own arses by using slight overfueling, using
the additional fuel to cool the piston tops and avoid knock. It is a
standard practice because production engines are no where near
blueprinted and vary enough that you can't fine tune for varying driver
use and the life of the vehicle.
My old Celica GT4 (all-trac) used to cover the read valance with black
soot (it was petrol) even though the emisions were well within the UK
fairly strict MOT standards, it even ran rich after the boost was upped
by 5PSI, right to the safe limit of the standard toyota fueling
I currently drive a car that's 8+ years old and has 90K+ miles on it -
hoping to keep it for 2-3 more years.
I feel that car technology could change significantly over the next several
years - not sure it's worth buying a new gas or even hybrid vehicle now.
Hybrids usually use NiMH (nickel metal hydride) batteries.
Generally, 500 to 1,000 full discharge/charge cycles is about the
upper limit for the life of such a battery.
But hybrid cars don't discharge their batteries very deeply at
all. So the above figures become somewhat meaningless. In that
situation, what's important is the cumulative total energy taken
from / returned to the battery. And just age and temperature
We'll really have to wait and see as a history develops for this
battery chemistry in this application.
I'd expect so - shorter life that those used in hybrids.
I haven't researched the battery types used in full-electric
cars, but I'd expect them to be more exotic chemistries, selected
with very strong emphasis on the energy-to-weight ratio.
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