I know the machines put some oil in but I think they only put as much back in as they take out? And what they take out usually won't be much?
But I'm changing a couple of components that would usually have oil in them, most of which wouldn't usually be recovered by the machine, and the components I'm refitting will have less or no oil in them... net result less total oil in the system. So do I have to put some in? Will only take a drop for O rings, sure I'll be able to scrape a drop from the system if I don't have to buy new oil.

I've bought a 2 part front to rear aircon pipe and rear evaporator for my Elgrand but the dismantler purposefully let a lot of the pag oil drain from them.. Should I buy some pag oil and put it in when I've fitted the bits before I go for ac recharge (and if so how much)? What pag oil to buy and should I get some UV dye? Pipes and bits were drained by standing them upright. In fact would it be a good idea to flush the front to rear pipe with something before fitting?

Today I visited the Elgrand scappers TojoMotors (Steve and Paul) in Beverley Yorkshire, bought the split section AC pipe and got a rear evaporator (complete rear heater box even) chucked in for total price of £380 :-I . Even though I knew I could pick up the split section pipe I still had concerns about getting the AC working again because when I removed the rear AC pipe from my rear evap the clamping bolt snapped as it was corroded into the rear evap. I managed to drill that bolt out and retap the thread so I could fit an M6 bolt in it but I'd only managed to retap the hole in the evap fitting slightly off-centre. Swapping the rear evap will get around any concerns I might have about the new threads not being right or having to offset drill the clamp on replacement pipe I'm fitting. Will also get around concerns of crap (grit etc) having got into the rear evap or AC lines since they've been disconnected (tried to plug them but I reckon some crap still got in there and I don't want to put the AC back together only to suffer a very soon pump failure). Now I have all the bits to fix my AC properly... except a replacement drier :-) I didn't come home and immediately start fitting it (which erm I might have had in mind), after visiting Steve and Paul 'we' had a ride on to Bridlington, fish n chips and a walk around the harbour before returning home, which kept 'us' happy. I do like visiting the coast though.

Advice welcome from all especially the resident AC specialist! Especially about the drier?

And tying off for a second time... It's been a while since the owner got back in touch to say that it's all running really well, he took it to his mate's garage who fitted new ignition bits (leads / plugs / cap / rotor / condenser) that I advised (I did offer but told him I didn't mind if he wanted to use his mate). I originally told him to come back for a check of calibration after having the ign bits changed but he said it's running so well he doesn't see the point, it's saving him over 50% on fuel bills and running great now.

Crazy but only a limited proportion of installers will fit a mixer system these days. Some of the (fill in the blank) lot tell potential customers it is impossible to convert carb vehicles lol!

Clive603 wrote:

Thought the L322 was unitary body with suspension on subframe units. Now if I'd not been fighting shy of doing owt to her ladyships TD6 for years I'd know!

At this point aren't you supposed to crawl under the TD6 to see if it seems to be the same vehicle Clive ;-) ? lol..

Hmm I still haven't been told whether it's a full fat Rangerover or a Sport (Disco).
Thoughts?

Was quite a job but I'd get it done quicker if I had to do it again, bit of a change from doing LPG stuff hehe. If I did it again I might go with my original idea for supporting the car with the subframe off which was to weld end plates to some heavy box section, the plates would then bolt to the car's subframe mounting points... some proper 'legs' rather than forklift bottles!

I do need the ac working, it doesn't have windows that wind down in the back. Iirc I explained the ac pipe situation on another thread - concentric ac pipe runs all the way from front to back and over the back axle so normally the back axle would have to come off to fit the full length pipe, mine already has a replacement style pipe, still concentric but a 3 piece rather than single piece unit which doesn't need the back end off to fit. Problem is getting hold of 3 piece parts is normally nigh on impossible... except I had a chat with a breaker the other day who has a 3 piece unit :-) But I can only buy the complete set up (3 pieces) not just the rear piece I need, and he wants £400 for it. Can't blame him as I'm sure he could easily get £400 for it. Original cost of the 3 piece in Japan was over £1k plus import costs to the UK, they don't make them anymore.

I know that instead I could run 2 pipes (flexible maybe) all the way from rear to front, cut into the metal pipes in the engine bay before the front end of the concentric section, somehow connect flexible pipes to the front pipes I'd cut, find a connector(s) that would mate with the rear evap, somehow connect flexible pipes to the connectors at the rear. The problems are what type of flexi pipe to use (is compatible with ac gas and lube) and all the 'somehows'... How to connect flexi pipe to open ended aluminium pipes. Open to suggestions! I'm thinking crimped joints on the end of flexi pipe with compression fittings on the crimped joints that will join to the alumininium pipes...

We've had a few guesses now so it's time for an answer... Which erm I hope I've got right lol.
I've been told by a mate of the guy doing the work that it's a diesel L322. I asked for confirmation - he reckons it's definitely not a Disco it is an L322 (*edit - he didn't say L322 he said Rangerover), and he'll find out a bit more about it tomorrow (Fri).

It's a crap pic really, things I recognised most from looking around and underneath them are the front curved undertray bit and position/design of the petrol tank (that I've had to fit fuel returns to on Jag engine'd models), the curvature of the chassis. I nearly guessed L322 but didn't submit a guess so automatic fail. If I'd noted the front airbags it might all have come together to me to chance a guess. I'd provide a link to the original thread but it's on that Elgrand forum which you can't see properly unless you're a member.

*Edit - Just thought... All the Range Rover Sports I see are petrol (and usually supercharged) but do they make a Range Rover Sport in a diesel? In which case as far we're concerned that'd make it a Disco? Ah well, further clarification hopefully tomorrow!

What's this then ? ;-)

I was asked the same question on a different forum... I nearly submitted a guess which would have been correct but didn't guess and failed lol. If the pic had been higher res I may have submitted my best guess.. Reckon some of you lot will do better than me!

Probably wait til we've had 3 guesses before naming the naked vehicle.

Thanks OldShep.

MOT passed and taxed :-)

Back on the road! Now I just need to fix the aircon..

All back together, bumper on, engine oil+filter changed, fog light fitted, haven't yet topped up the ATF but will only have lost about a litre and it holds 10 so that can wait a bit until I change the box filter. Haven't changed the CV gator but it's only a small split and it's raining lol... will change it soon but will go for MOT first. Just about to make a battery bracket (never had one), MOT booked for 4pm. Already been down the road in it about 10 miles trip to the foreign hand car wash, run will have cleared rust from disks. Runs well :-)

Just about finished the R32 VR6 Caravalle conversion today, runs great on LPG, straw injectors were a pita to fit as expected but I have a novel way of fitting them ;-). So I can finish the odd bits on the the Caravelle tomorrow, check calibration and warm-up, got a few 'diareps' booked in (diagnostics/repairs) which I expect to rattle off in no time... and hopefully I'll be able spend a bit of time putting the rest of the Elgrand together, sorting the shifter adjustment, swap CV gators and oil change. If everything goes really well I might even get it MOT'd. Ahh bolox I forgot about having to fit the fog light!

Gilbertd wrote:

They will be, the Bentley W12 is basically a pair of VR6 engines using a common crank.

Exactly. Converting a V12 is usually about double the work of converting a V6 and it's the same between a VR6 and W12 except with the W12 the manifold is a lot easier to remove and work around than on the 6 because on the 12 the manifold is top central instead of at the front with no space to work around it or get it off (VW) or side (Porsche). Although then again this W12 is a twin turbo and the engine bay is a lot tighter for bits such as the reducers as the VR6 lol.

Saturday evening after seeing my daughter I shifted the subframe/engine/gearbox assembly back under the van, dropped the van onto it and bolted up, connected steering, prop, struts, refitted the alternator PAS pump, belt pulleys/tensioners, belts, TV fan.
Sunday afternoon I refitted the rads, fitted LPG injectors and manifold/plenums/TB, heater pipes, fill with coolant and pas fluid. Still hadn't refitted the front bumper but at this stage it should have been able to run/drive properly. The ignition is the type where you can leave the key in your pocket and turn the ignition to start the engine but the keyfob battery was dead so I tried the actual key (which removes from the keyfob) in the ignition.. Instead of the engine cranking nothing happened except that the horn beeped once. Around 9pm at this point so I left it for the evening.
Monday morning I fitted a new keyfob battery, had to work on customer cars all day, just as I was packing up I tried to start the car again, still no joy but the horn didn't beep this time. Then I noticed the dash shift indicator wasn't showing a P (for Park) or any other gear selection. Checked under the car to make sure I had plugged the loom onto the gearbox, I had. Then I tried shifting from P through the gears and the dash display did go through RND321 etc... So I put the shifter in N, turned the key and the engine fired straight up :-) Drove around the yard a bit, no probs. There's a bit of adjustment where the shift cable attaches to the selector arm, I had bolted the cable back in the same position where I'd removed it from (could see the shiny bit where bolt had previously been), this will just need a bit of adjustment. Bonus - the 4wd is working again now! It had previously failed to work straight after I'd broken an ABS sensor whilst changing a wheel bearing, the ABS code cleared itself when I fitted a new sensor but the 4wd ECU didn't self clear it's code.. seems those months without a battery cleared the 4wd ECU code.

Now I just have to refit the front end (bumper / lights / etc), fit a fog light, change a CV gator (I know I could have done that with the frame off), oil change (engine still has the black oil it came with) and take it for MOT going the long route to shift rust from brakes etc. Since I spilled ATF when putting the box on (came out the dipstick until I blocked the hole properly) I'll top the ATF up with Carlube ATFU (dex6 synthetic), it's supposed to use Nissan Genuinematic 'S' fluid and it's difficult to find data on equivalent specs but what research I've done leads me to believe ATFU should be compatible. Then at an early point I'll fit a new trans filter and new ATF... May try to get hold of genuinematicS for the complete fill but if I can't get hold of any of that may complete fill with ATFU or Mobil synthetic stuff. Not like you can ever completely change the ATF anyway with the TC holding so much.

Currently converting a rare VW Caravelle (Transporter), rare because it's one of a few made with a 3.2 VR6 engine. 2005 model, owner paid £18k for it! Next week have mostly repairs to do but one car to convert, week after that 2 cars to convert including a Bentley Continental GT 6L W12 twin turbo. The Caravelle and Bentley are both narrow angle V engines and both a pita.

All reports from my customers who used Admiral used to point to them being a stickler about UKLPG database registration but an increasing proportion of their customers are telling me they're not asking for database registration.

Gilbertd wrote:

Lpgc wrote:

Potential inconvenience with the filler fitted so close to the towball if you do a lot of towing though?

Bearing in mind that I probably fill up just as often with a trailer on as not, nope, never had a problem with any filler, Dvissier, Gasguard, various continental Italian cup fillers (there's 2 or 3 different ones) and Acme. As long as the trailer is straight or off to the right, access is simple.

Well you've certainly got more experience of filling P38's with a trailer on than me!

Dunno if you agree with the 90degree point either.. But if the filler is fitted at 90deg (and fitted where yours is) it looks like the trailer could be in the way for filling from a pump on the driver side?

Is it about to take a piss... of coolant or something Miles ? ;-)

Potential inconvenience with the filler fitted so close to the towball if you do a lot of towing though?

Can be a good idea to fit the bayonet so bayonet lugs are top and bottom (at 90 degrees to normal) if the filler is fitted at the back - the fill pipe from the gun then points sideways toward the pump which gives a bit more slack on the pipe and prevents the retractable type pulling sideways on the filler. Not supposed to fit them at 90 degrees but can make sense to.

Around a fifth of people who ask me about replacement caps reckon they had theirs nicked... hmm have to wonder lol.
Still they don't go for the locking version, more expensive, too much faff, the chance of lost key or seized lock. Don't blame them.
Though more than one person hoped the lock version would both prevent the cap being nicked and prevent LPG being nicked by syphoning...