I don't think under the rear seat is legal, not supposed to be inside is it?
fire laws...

>From: 80 Westy Pokey <pokey@vanagon.org>

>
>Gary has his propane tank under the rear seat (it does steal
>a lot of room). I had contemplated doing a propane conversion
>in the past. Aside from the rear seat I felt my best options
>would be:
>
>1) Twin long thin propane tanks replacing the stock on the
>drivers side and under the sliding passenger door.
>
>2) A "Doughnut" tank that fits in place of the spare tire up
>front.
>
>I have seen both in Europe.
>
>Thanks,
>Chris
>
>---- Original message ----
> >Date: Fri, 14 Feb 2003 09:43:07 -0800
> >From: "Mark Dorm" <mark_hb@hotmail.com>
> >Subject: Re: Propane Conversion for Vanagon--head north!
> >To: pokey@VANAGON.ORG, vanagon@GERRY.VANAGON.COM
> >
> >Smoother running engine is one big plus.. esp at idle...
> >
> >As far as space for tank goes... is there any chance it
>could be mounted on
> >the roof, albiet discretely, in a housing/cargo box...
>something nice
> >looking... behind a packasport preferably (something like
>that should have
> >been stock from the factory)
> >
> >
> >
> >
> >
> >
> >>From: 80 Westy Pokey <pokey@VANAGON.ORG>
> >
> >>
> >>Speaking of Canadian Propane pioneers, check out Gary Lee's
> >>van at:
> >>
> >>http://www.telusplanet.net/public/gary2a/rack/propane/propan
>e.
> >>htm
> >>
> >>Also, here is the text from a British VW club magazine (I
> >>forget which one) from last summer:
> >>
> >>
> >>I inclose a review of my experiences since converting to
>LPG.
> >>
> >>LPG stands for ‘LIQUID PETROLEUM GAS’ and is a by-product of
> >>oil extraction. This gas used to be burnt off but is now
> >>liquified and kept under pressure in steel cylinders of
> >>various sizes. LPG or ‘AUTOGAS’ used in motor vehicles is
> >>propane. This is similar to butane, as used by campers, but
> >>is more volatile and remains usable down to lower
> >>temperatures. It is also less dense and therefore, lighter
>in
> >>weight per unit volume. It is also half the weight of petrol
> >>but the tank required to contain it is considerably heavier
> >>than a petrol tank of similar volume.
> >>
> >>My vehicle is a 1987 VW Caravelle GL Syncro. The Syncro is
> >>particularly suitable for conversion since its extra height
> >>can better accommodate the twin tanks I decided to fit.
>These
> >>were mounted forward of the rear axle on either side of the
> >>propshaft. I chose this in consultation with Jason
>at ‘Brymor
> >>Gas Conversions’ who undertook the conversion.
> >>
> >>In addition to the tanks the system requires a vapouriser.
> >>This reduces the presure, preheats the liquid and releases
> >>it, as a gas, into a gas pipe which delivers it to the air
> >>intake. There are three adjusters involved. There is one
>main
> >>over-all adjuster and one each for idle and running (this is
> >>adjusted at 2500 revs).
> >>
> >>Since the engine is an injected DJ model, Jason had to
> >>disable the petrol injectors when switched over to  gas.
>This
> >>is so because the engine must be started on petrol. (I have
> >>not discovered why this is necessary because on a cold
>engine
> >>the running is much smoother on gas). On an injected system
> >>the switch-over from gas to petrol is triggered
>automatically
> >>when the throttle is dipped. There is a rev sensor.
> >>
> >>There are many safety features involving relay controlled
> >>solenoids in various parts of the circuit. Any failure and
> >>the gas is shut off at once.
> >>
> >>The conversion took two days. For the first 500 miles the
> >>mixture is set rich to ‘bed in’ the diaphragms in the
> >>vapouriser. A weak mixture was to be avoided to prevent
>back-
> >>firing at the air intake. After this period, it was re-tuned
> >>which produced a significant improvement in power and
>economy.
> >>
> >>However, I thought it could be further improved so I took
>the
> >>van to ‘Mosley’s of Llandeilo’ where Vince  Mosley  did a
> >>computer tune on his rolling road. He achieved a 30%
> >>improvement in power, torque and economy. That speaks
>clearly
> >>of the benefits of tuning under load!
> >>
> >>I have now covered 5000 miles on gas including pulling a
> >>large caravan and I am very pleased with  the conversion.
> >>
> >>Points for:
> >>1. Economy. Where a fill-up  was £54 it is now £30  and it
> >>covers the same distance.
> >>2: Environment
> >>3: clean engine oil.
> >>4: Smoother running engine.
> >>
> >>Points against.
> >>1: cost of conversion. (In my case with twin tanks-£1200)
> >>2: Weight.
> >>3: Space. (again in my case, not a concern)
> >>
> >>Recommendations:
> >>1: It is much preferable to convert an engine that is in
>good
> >>heart.
> >>2: Get the conversion done by a member of the ‘LPG
> >>Association because:
> >>     A. You need a certificate for the insurance. (this
>should
> >>not incur a surcharge).
> >>     B. The DVLA need to be informed and the certificate is
> >>the best way of doing it.
> >>     C. The date that the tanks  are commissioned is
>important
> >>(and appears on the certificate)  because by law, they must
> >>be tested in ten years time.
> >>
> >>I hope this is of some help to those considering conversion.
> >>
> >>---- Original message ----
> >> >Date: Thu, 13 Feb 2003 09:11:35 -0800
> >> >From: Stuart MacMillan <macmillan@ATTBI.COM>
> >> >Subject: Propane Conversion for Vanagon--head north!
> >> >To: vanagon@GERRY.VANAGON.COM
> >> >
> >> >This is something I've thought about a bit too.  These
> >>conversions
> >> >disappeared with carburetors, unfortunately.  US
>automakers
> >>have put a lot
> >> >of dollars into designing complex systems for gasoline as
> >>the fuel, I wonder
> >> >why that is?
> >> >
> >> >The Canadians are way ahead of us on this one.  Take your
> >>Vanagon there for
> >> >conversion. See:
> >>http://www.autogaspropane.com/why_propane_auto.htm
> >> >
> >> >Who will be the first to check this out??!!
> >> >
> >> >Stuart MacMillan
> >> >'84 Westy w/2.1
> >
> >
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