On a different forum someone posted this link to a 'save LPG' petition https://chng.it/JByWb6c6zw
I'm not sure who they're going to send it to etc but I've signed it and I thought others running on LPG might want to sign it too.
I've also posted about this on LPGforum
How are the systems 'put into reverse' to switch between heating/cooling a room? Does the motor spin the other way / done by changing which jets the refrigerant flows through / valve arrangement on the pump and/or evap / condenser? Are they by design more efficient at heating or cooling a room (and jumping the gun a bit maybe - are the evaporator and condenser the same size, even perhaps the same part number?).
It is an interesting subject.
I wondered about setting up a makeshift system for the house or caravan using car parts... possible? I could work it out but if you have the answer already you'll save me the job lol - How powerful an electric motor would be needed to drive a car AC compressor? I know another motor or 2 would be needed to push air through the evaporator and reducer. Maybe use Hanson quick release fittings to make for a portable system?
For the domestic systems (and I suppose EV systems which can also supply cold air or heat?) how is the system reversed... Surely not as simple as reversing the pumping action / spinning the motor the other way?
How much does external temperature affect the efficiency?
Not saying this is the case... but if it were very efficient at heating a room from 20C to 25C when external temp is 20C but on the other hand far less efficient at heating a room when external temp is 5C it wouldn't be as real world efficient as the first set of numbers would suggest (nobody would even use a heater when external temp is 20C).
I've had a bit of experience with heat pumps used to heat radiators, in mild external temperatures no problem getting the radiators hot, in winter when you need them all the radiators just luke-warm. Probably due to the heat pump system not being big enough for the job of heating all the rads in cold external conditions though might have been big enough to heat one room?
Yes, an emulator or perhaps just a relay that broke the positive connection to petrol injectors...
Easy enough to recheck how you did petrol injector breaks... If channel routing is OK then petrol injector breaks must match respective gas injector outputs and you can see which engine cylinders gas injectors are piped to (heh sorry for teaching sucking eggs).
Thanks Chris.
Apologies if already said but is it a case of no power to the OBD socket, or power is there (so Nano comes to life) but still no coms Bri?
I don't know if the Nano gets it's power from the OBD socket? Or if it doesn't whether or not it signals there is power to the OBD socket (if it gets it's power from OBD the obvious signal would be it wouldn't even turn on if not connected to OBD but if it doesn't get it's power from OBD it will turn on anyway but is there some way it signals there is power at the OBD)? Does a different code reader that gets it's power from the OBD socket at least turn on if plugged in?
I haven't looked at any wiring diagrams... But as memory serves I believe the Thor has a separate positive feed to injectors on bank 1 versus bank 2? Implying that at least the problem for several cylinders being reported as no injection pulse by the LPG ECU could be explained by lack of positive to respective petrol injectors. The problem with that theory is that LPG ECU channels 2456 probably don't all fall on one cylinder bank unless you've wired the LPG petrol injector break wiring up unusually. I don't know where the OBD port gets it's live feed from but would doubt it'd be from the same positive feed that provides 12v to petrol injectors on one of the banks.
Did this car previously have an LPG mixer system fitted?
Ahh I was thinking Gems in the point about Thor... But maybe they both have separate positive feeds to injectors on different banks (at least as far as a joint in wiring near the firewall)?
2 Of my cars are Jap imports and not usually listed on automated machines, a sticker under the bonnet says they should take 950grams of refrigerant.
Some firms charge one price for a recharge with up to 1kg of refrigerant, a higher price for more than 1kg. Got to wonder how wide spread this practice is and whether the vehicle manufacturer calculated that the ideal amount of refrigerant should really be 1050grams but went with 950grams to save dealers/customers money in future or to meet some sort of 'green' criteria?
How accurate are the machines at measuring weight of gas they recover and refill with?
I do use a Kwik Fit for AC charging but at this Kwik Fit they let me watch and give a little input, so I can make sure they set the machine to charge with 950grams (or a bit more). A lot of these places normally make customers wait in a lounge but if you turn up in overalls and work boots, explain that you're a mechanic (you're not going to break your ankle tripping over MOT brake rollers etc), understand the AC system and personally replaced components on it, have some concerns about it or how it's to be filled etc, some will let you watch the technician do the work. Or go somewhere else..
I can see the nitrogen test makes sense if the system is suspected of having a leak, because it is possible for a vacuum to close a leak only for the leak to return when the system is under pressure (although a vacuum test will still find the vast majority of leaks?). But surely if your aircon is still working OK a few years after it's last maintenance/regas (so the only reason for a regas is maintenance) there won't be a leak and the nitrogen test isn't necessary? While the system still needs to be vacuumed to get all the old stuff out?
If you've had a leak on an AC system and some of the oil has been lost, how do you know how much oil should be put in (besides obviously the amount of oil that was recovered by the machine) when recharging? Don't machines just put the same amount of oil back in that they recovered (and although they can recover all the gas they can't recover all the oil)?
Sorry if a bit off topic...
Years ago an ex's uncle was a rep for an engineering firm. His firm 'designed' a system that allowed hydraulic systems on vehicles such as cranes (Palfinger type) to be powered by the vehicle engine instead of by a separate engine or an electric motor. He started describing how this system worked... a hydraulic pump driven by the engine but which could be disconnected from the engine (so the pump wasn't running all the time) just by pressing a button on the dash. "What, like an AC compressor clutch?" I asked. '"Yes just like one of those"... And he got a £50k bonus on top of his salary for selling such systems to fleet managers, seemed like his job was too easy...
I'm afraid I wouldn't have been travelling with Rob, not particularly big but heavy lol.
Gilbertd wrote:
We even had a chart in the office of how much each of us weighed so we could match who could travel together too.
Clients always did wonder why your works always sent a little and large team out to visit them lol
Hypothetical situation... What would happen if you got flagged onto a weighbridge but the passenger got out and just walked away. Would they have the legal authority to stop the passenger walking away, assume a weight for him, or just have to go on the weight they could measure. You could say 'Ahh that was John, he looks burly but only weighs 4 stone and those heavy duty looking bags he was carrying were lightweight PVC and full of kids balloons'.
Whether or not they're capable of carrying a ton inside is an interesting point.
But for your purposes and with your concerns surely the practical ways of shifting the blocks 2 miles are no brainers. If you've got easy access to a trailer, use that. No trailer, put a sheet in the back then do 2 x 4 mile round trips each with 25 blocks in the back. Or if concerned about airbags do 3 or 4 x 4 mile round trips.
Run into a few pheasants over the years but the magpie the other week was a first for me, it tried crossing the M180 at 90 degrees to road direction and coming down at around 30degrees, cleared the West bound carriageway OK but was lower when it got to the East bound where I was doing 80mph.
Launch X431, not sure if it will do some of these pre-canbus proprietary non standard protocols but I would guess it does considering it comes with a big set of adapters to connect it to many types of pre-OBD2 proprietary diagnostics sockets.
I've got a Launch C Reader too, I know that has no chance of accessing any of the other systems, mine won't even connect to the engine on some JOBD stuff.
Still don't know what my Launch gear will do on P38's. I think it very likely that there will be gaps compared to what a dedicated tool like a Nanocom will do but it may surprise with greater coverage than expected, For sure it will do a lot of things (and a lot of things on top of) what some expensive dedicated tools for some other make/model vehicles will do. I wouldn't be surprised if it would be capable of connecting/diagnosing issues with (e.g.) multiple types of ABS system on P38's where a certain licence on a certain Nanocom might limit which types it could talk to. Almost regardless of vehicle I've tried it on, including those where generic OBD tools don't seem to work, it seems to be able to talk to, diagnose and run real time actuator tests in every electronic module on every vehicle I've yet tried it on.
I think he means can he put 100% concentrate in (no water)..?
I would think water is the better actual coolant, other stuff is there more to protect against corrosion and as anti-freeze.
Couple of years ago I LPG converted a(nother) Volvo T5. After giving it a good booting during LPG calibration it started over heating, problem soon getting worse so that it started overheating at idle and finally during just slow cruising (so very soon it had no cooling at all and would overheat under any conditions). I diagnosed a failed waterpump but because I was so busy with LPG conversions I farmed the water pump replacement out to a local mechanic / garage. He found that the impellor had broken up similarly to your impellor.
Gilbertd, I should remember (but can't) who swapped the BMW diesel into their P38... Would they be able to shed some light on your problem?