You'll have fun finding V8 Dev as a satnav just takes you to a road that appears to have no buildings. They're tucked away behind some trees but look for a sign that says Cobwebs Farm (you'll probably miss that too but you'll see it as you drive past so you can turn around and go back to it).

Thought you said it was running smooth? On that video you can hear the offended cylinder popping only sometimes. So much for Bosch misfire detection......

Mine was running on 7 and blowing into the Vee when I bought it (as well as having a burst rear air spring) so I pulled the head off. I was curious as it was pretty obvious the heat shields had never been off the manifold and I found out why. Someone had removed the heads not long before but they had taken them off and put them on with the manifolds and heat shields still in place. As you can't get a socket on the bolt head unless it is right by the head, they'd held the head away from the block with a screwdriver and nicked the head right where the fire ring went on one of the middle cylinders. 8 thou off the head removed the nick and I put it all back together. 80 miles later it dropped to 7 and made the same noise but a compression test showed a lack of compression on one of the middle cylinders on the other head. Took that one off to find an identical nick in the head in exactly the same place......

The pipes don't have to come out of the bottom like on both of mine, it's just that is the easiest way of doing it. If you used a hollow toroidal tank as on my white one then the pipes, cabling and vent does need to come out of the centre but with a filled toroidal the connections are on the outside of the tank so there is nothing to stop the pipes coming out of the side of the wheel well higher up. They could then run along the inside of the chassis rails (or even along the top as the petrol pipes do). The biggest advantage would be that your 52 mile a day commute to work would cost you around £7 a day (especially as you have the cheapest LPG supplier for miles less than half a mile from work).

They don't make a lot of sense?? Both banks are showing rich, although Bank A is the richer of the two, yet the Bank A trim is going above 1 suggesting it is trying to richen further while Bank B is going below 1. I'm assuming a figure above 1 is richening the mixture and below 1 is leaning it off (the readings on a GEMS are shown as a positive or negative percentage). It would be expected that a manifold leak would introduce extra air so the lambda sensor would see this as excess oxygen in the exhaust which would make it appear to be running lean and not rich.

Exhaust manifold blow, either at the manifold to head joint or a crack in the manifold itself. When it gets hot it expands and closes up the gap. From the roughness graphs, on bank 1. What are the fuel trims and lambda sensor outputs like on that bank? Any difference between banks? An exhaust blow would affect the lambda reading so the trims would differ between banks.

It does sound suspiciously similar to mine when it had a blow into the Vee from one cylinder but that meant one cylinder wasn't firing so it was immediately noticeable (and running not smooth at all). Simple test for that is to take the oil filler cap off, if it gets much noisier, then you'll know. However, I can't see it being anything more serious than a manifold blow or it wouldn't be running smoothly which suggests it has to be after combustion has finished.

Early ones have two wheel traction control (rear wheels only), later ones have 4 wheel traction control but I wasn't aware of any that didn't have it at all. Ones with 2 wheel TC can be upgraded to 4 wheel by swapping the ABS modulator and ECU.

If you drop the panel below the steering column, you can see the fan on the drivers side. 3 bolts and out it comes (with a bit of wiggling and cutting one tie wrap holding the wiring loom in place). In fact, that panel is out at the moment on my SE so you can have a look when you call in tomorrow.

When they get as bad as that it's almost impossible to pull the filters out without some of it falling down inside. Mine did it for a little while after I changed the filters. A few blasts of full speed fan and it stopped. I think whatever it was must have been chopped up into little bits

I'd say something to do with the heating system, either, as Gordon suggests, the recirculate flap or a twig or leaf has got itself down into the fan. When (if) it does it again, try turning the fan speed knob on the HEVAC and see if it gets faster as the fan speeds up.

If you need shims for the valve gear, I bought a set from Rimmers and it came with 3 different thicknesses. I used the thickest (50 thou I think) but both of the other sizes are floating around somewhere.

Thanks for the recommendation Shep, although in this case you could be wrong as Teri's car is a diesel and I know naff all about them (and have absolutely no desire to learn either). But, if it is anything other than the engine, I'll happily get stuck in. Yes, I will be over in May. I'm going to a anniversary/reunion at the Matra factory in Romorantin-Lanthenay the weekend of 13/14th May. We'll be leaving there on the Sunday and the plan is to head up to Versailles to drop in at RRHSG's bar for the evening. That will involve finding somewhere to stay that night but don't need to be in Calais for the ferry back until the Monday evening, so could easily call in on the way through.

I used to be Chairman of the Matra Enthusiasts Club UK and am acting as the official support vehicle. So far only one cheeky bugger has asked what is going to be used as the support vehicle for me.......

I run a single point on mine but it is a bit low tech and not recommended for a GEMS and far too low tech for a Thor like yours. Multipoint uses, as the name suggests, an LPG injector per cylinder and can be batch fired, or sequential. They piggy back onto the petrol system so instead of firing the petrol injectors, the engine ECU fires the LPG injectors (via the LPG ECU). Some earlier systems only picked up the pulses from one cylinder per bank so effectively batch fired the LPG injectors so not true sequential (much like some earlier petrol systems, such as the Lucas 14CUX system on a Range Rover Classic, which has all petrol injectors per bank firing simultaneously). Modern systems are truly sequential so fire the individual injectors just as the petrol system does.

The problem with buying secondhand kit is that you have no idea if it was working properly when removed. The wiring loom will have been chopped about, the injectors may be worn, the reducer diaphragm may be on it's last legs and you won't get everything so you can just whack it in. You'll almost certainly find bits missing or that you can't reuse. Tanks have a certified life of 10 years as already mentioned but the main gas feed from tank to the engine bay will also need new pipe and fittings. Then there will be the little things like the nozzles for the inlet manifold and hose clips that you won't want to reuse even if they come in the box of assorted bits. So really, not worth going for unloess you like to spend a lot of time fiddling.

It is perfectly feasible to install it yourself. Plan out where you are going to fit the bits, pipe runs and the like. The only real mechanical work is drilling and tapping the inlet manifold to fit the nozzles. If you think you are going to have the time, get the kit of bits from Simon (other suppliers are available), if you think you are likely to be up to your neck in nappies in the very near future and won't have the time to do it yourself, drop it off with him and let him do it for you. Agreed, payback time will be a bit longer but you get a really nice, warm, almost conceited, feeling inside whenever you hand over a mere £35 for a tank full of fuel that is going to last you appreciably over 200 miles.

No Tony, it's a C180k Coupe, 2004 model. The spring had lost about 40mm off the end and from the look of it, it had been broken for a long time. The A Class has a really bad reputation, at least in the UK as teh build quality doesn't seem to be up to the expected Merc standard. A friend bought one brand new for his daughter and in the 2 years she had it, for 17 months of that she had a loan car from the dealer as it was back in having just about everything replaced.

8th 9th suits me.

davew wrote:

I would be very interested what you can see with your Spectrum Analyser: I just used a 'scope on the feed for Rcvr. to BECM and could often
see all kinds of RF stuff being picked up by my Gen 1. (and not just those 433 weather-stations and door-bells etc either !)

I've got two that are work issue, the cheap n cheerful disposable one like this http://rfexplorer.com/ and one of these http://www.keysight.com/en/pdx-x201902-pn-N9915A/fieldfox-handheld-microwave-analyzer-9-ghz ........ Should be able to see what is out there then.

One day I'll get around to pulling the cover to see what receiver I have under there. As radio is work, I know where there is anything strong that could cause a problem and there isn't anything in either of those areas. The Wickes car park was virtually empty too and I've been there no end of times and never had a problem before even when the place has been packed. I wasn't in either place for more than a few minutes either.

I'm also thinking an RF problem which is why I'll be taking the small analyser out of the works van and bunging it in the car. I know if you lock on the fob you must unlock on the fob otherwise the EKA is needed but if the RF was there constantly, surely I'd have a problem locking with the fob too. Fob batteries are no more than 6 months old, the LED lights when either button is pressed and once I've re-synced, it works perfectly and has done everywhere else since.

and if I do find a constant signal on 433 from either Wickes or B&Q, I'll be raising a case at work so it can be turned off.......

Called in at Millfield this afternoon and picked up a set of BCPR6ES plugs for you. Seems that it is only the very late cars that have the smaller hole for the plugs. Orangebean found the fatter 21mm hex on the BPR6ES plugs wouldn't fit his car but only on one cylinder for some odd reason. Maybe they changed the casting or machining but the thread is still the same, it's just the hole they live in.

I should be about most of the time over the next couple of days if you are over Yaxley way, otherwise I can always drop them in to you at work during the week.

After almost 7 years of ownership and only having to resort to the EKA code three times, I've had to do it twice today! Seeing as it's a bank holiday weekend and I've got a few things to do around the house in anticipation of an engagement party here for my daughter in a couple of weeks, I went to the local Wickes. Locked the car with the fob as I always do, found they only had half of what I needed, came out and it wouldn't unlock on teh fob. Used the key in the hole and only the drivers door opened, no central locking. Used the Nano to enter the EKA code and set off for B&Q. As I would be passing my approved motor factors, pulled in there, synced the fob in the door lock and locked it with the fob. Bought a set of NGK BCPR6ES plugs to do the swap with Rutland Rover, unlocked car with the fob as normal and carried on to B&Q. Locked with the fob, went in and paid their extortionate price for the couple of things Wickes didn't have, came out and it wouldn't unlock on the fob again. Exactly the same as in Wickes car park. Out with the Nano again and drove home. Synced the fob again and I've since been out again and no problems this time.

I think I'm going to start carrying a spectrum analyser around with me to see if it is an RF problem. But if it is, why could I lock it but not unlock it?

mace wrote:

Gilbert; I take it you left the front cover on the engine then, from what you've said?

I left the front cover on as well as the front pulley. I only took the water pump off as removing the fan and viscous coupling gave me a lot more space at the front when lifting the engine out and I already had a new water pump to go on when the engine went back in.