On a mechanical part of the swap, easiest would be V10 as I could use current trans. But that would be way too hungry for fuel, and I like more of a V8 sound
So, 5.2 with 46RE are easy to find, but then I thought about the t-case (241), which has 29 spline input, and of course 46RE has a 23 spline output shaft. Bummer. But I just remembered how last winter I pondered the idea of having a full-time t-case on my truck, because I really like the way GC handles on icy/snowy roads. NV249 (or 242) would be cool, but I don't know how it would survive under my truck. I'm not too heavy footed on skinny pedal, so those lighter t-cases might survive, or not. I looked for torque ratings for those, and found that Jeep version of 242 is rated for 1486 ft.lbs. There is HD version which is rated at 2028 ft.lbs and Hummer version at 2340 ft.lbs. And if information I found is correct, 249 rating falls between the 242 and 242HD.

I've found useful info from here, so I'm trying to find early OBDII vehicle for parts donor (96-97)

 

Most of the 1995 CNG 5.2L engines were actually in fleet Ram vans in Canada, not trucks. They made trucks too, but far more were vans.

About 3 years ago at the height of gas prices around here, you could buy "conversion kits" on Ebay. Basically, guys were raiding junk yards and pulling all the CNG specific parts off of the vans and trucks and selling them as kits. They sold for high dollars at the time.

 

Maybe I should box up the one I took off my step son's Taurus and sell it....but I would have to get a new ECU for his car though.

 

What about a propane conversion? I have had a few trucks that have run on it, last one was a 454 cheby. I kept that Impco system and 300 litre tank have an other smaller Impco system here. They have there pluses and downfalls.

This was the 454 with the Impco 425 system. Just a old work truck nothing fancy on the outside..



The smaller Impco 300A

 

If you're swapping out the cummins I'd gladly ship you my 5.2 in trade for it

 

Thanks for offers, but only useful part would've been intake manifold if it were made for gasoline and cng injectors.

If I use all factory parts, I would need certificate from the manufacturer that all the parts are for Dodge, or that they meet ECE-R115 requirements to get whole system inpected and legal to use. Much easier and cheaper to buy all the parts from local dealer. Cost of the parts is about the same as what I save/year by using CNG/CBG as fuel compared to diesel.
Propane is not really an option. Only good thing about it is the lower tank pressure and more mileage/fill-up. It's quite expensive and illegal to use on roadvehicles. If you get caught by using it, you'll get fine of 380€/day. Multiplied by days one has owned the vehicle

 

If I understand your stituation correctly, you are intent on using natural gas in your 5.9L '95 Ram. The simplest solution would be use a diesel dual fuel system and there are a couple of commercial conversions available:

• Prins Dieselblend System
• Technocarb EcoDiesel System

It would also be straightforward to convert your wife's '96 Grand Cherokee to bi-fuel operation with an aftermarket CNG conversion. Modern LPG and CNG conversions for EFI vehicles all basically work the same. These conversions involve the installation of a parallel LPG/CNG injection system that is controlled by the vehicle's OEM PCM. When operating on the alternative fuel, the gasoline injector signals are rerouted to the LPG/CNG injectors. The LPG/CNG ECU typically uses some sort of fuel map to ensure that the fuel trims are the same as they would be on gasoline.

Since you were asking about installing injector nozzles, see the 4.3L Propane Injection Installation and video (similar to a CNG conversion) for more information. This installation uses Techncarb's ESIP package. Basically, the injector nozzles are mounted as close as possible to the intake valve.

LPG and CNG conversions are available for pretty much any engine configuration - even V10 engines. Prins & Technocarb both have V10 conversions available.

I'm surprised about your problem with LPG. LPG conversions are very popular in many parts of Europe (like The Netherlands). Whereabouts are you?

 

I might go dual fuel first, because the tank and the pressure regulator are same as in MPI CNG system. I was thinking a really basic system since the the Cummins has P7100 pump so it doesn't need any fancy electronic control, just a hose from the reg to turbos intake side. Idles only with diesel, but as soon turbo starts to spool up it also sucks CNG from the regulator. With this I could save some 20-25% on fuel bills.

That's the system they sell here. I talked about converting Jeep to CNG, but my wife is against it because the tank/s suck up the cargo space, Tahoe or Suburban would be better for that because even with tanks there would still be enough space for our Pyrenean mastiffs.

Thanks for the S10 link. I was thinking about converting Vortec engine to CNG, but I, nor CNG pars supplier had no idea how to mount CNG nozzles to the Vortec intake so I haven't thought about it ever since. I'm going to post that link to him.

I live in Finland, and we don't have LPG supply network (filling stations) here. One can buy it only on steel bottles to use on barbecue or on caravans (for heaters and stove), and some smaller forklifts use it.

But I'm not even interested about using LPG to fuel my truck. Environmentally it's not much better fuel than gasoline or diesel. I'm going with CNG system because it can also use compressed biogas (CBG), which is readily available here.

 

There many diesel-CNG systems available and it sounds like you are describing a very simple DIY system. These systems commonly use an Impco Model J regulator with an output pressure below atmospheric (say -0.5" WC - water column). The regulator in a MPI system typically operates at over 1 bar (14.5 psi) output pressure.

For the simple DIY systems, a venturi is mounted upstream of the turbocharger, which is why they need negative pressure supply from the regulator. Since the vacuum in a venturi increases with the square of air flow, a diesel engine could very quickly become overfuelled with CNG when the turbo spools up. That's why these systems also have manually-set throttle valves in the CNG supply.

Diesel-CNG systems have the best payback when they [safely] maximize the CNG use, thereby minimizing diesel consumption. Since the simple DIY systems flow very CNG at low loads and are adjusted to prevent the engine from melting down at high loads, low load cruising CNG flow is below optimum. Commercial systems use a fuel map (eg, boost pressure vs RPM) to safely maximize CNG use at all times. Be sure you know what you're getting before you spend any money.

Very Nice. I once visited some paper mills in Finland to learn about dryer can syphons and really enjoyed the trip.

 

Cng is the best fueling choice. One should go for it. You have shared great post on CNG, it will bring awareness among us. Great job.
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