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?

StrangeRover wrote:

Removed this.

And added this.

Helps having a spare in the right place, the first time its been there since 2003.

The opposite of what most people are thinking of doing.. But because you think LPG is done for because of MFG? If you wanted me to convert it back to LPG again, I'm fully booked until January ;-)

20mpg at 60mph... At £2 per litre that's 45p per minute and 45p per mile, 1p every 1.3 seconds. Even if there are no LPG forecourts in your area you might be able to get gas delivered to your door, at least in bottles. Bottled gas was very expensive compared to forecourt gas but in the bigger bottles these days not so much expensive at around £1 per litre - and compared to £2 per litre and when delivered to your door... Then decide whether to pump it into your vehicle tank or run directly from the bottle.

Just having a flick through some forums I regularly visit including this one this evening... Too many points I'd like to reply to and not enough time.

So I'll just say that I can easily add several hundred miles range to most LPG vehicles for a few hundred quid by fitting a second LPG tank. Which can make having to drive a bit out of the way to refuel with LPG at decent prices instead of petrol even more worth it.

There will come a time when the only vehicles on the road run on batteries (electric), LPG, CNG or (maybe) hydogen when petrol and diesel are not available. Perhaps too late for most here to care.. But I will be among the last to run a vehicle with an internal combustion engine.

LPG is a product of oil and methane extraction 60% and oil refinery 40%. Oil is needed to produce plastic. While we make plastic or extract natural gas we make LPG. If every forecourt that sells petrol and diesel closes I can still buy bottled LPG. Whilever gas is piped to homes I can run a car on CNG (I can buy or make a compressor and refuel at home). It is possible to make carbon neutral and synthetic LPG, they are available at forecourts already.

I don't mind spending 5 or 10 minutes at forecourts but I would never pretend that a necessary forecourt visit is in any way productive or enjoyable. I would not enjoy spending 30minutes recharging an EV anywhere except at home and a necessary stop for a charge could be no more productive than making a phone call or replying to emails from a layby.

Gilbertd wrote:

Two person job though as it is a nice tight fit through the grommet in the bulkhead so you need one person inside and one outside to help it through.

I have to thread wires through tight bulkhead grommets often, usually by taping to something stiff like a long 5mm drill bit, bit of 6mm copper pipe or brake pipe. Just had a ball-ache doing it on a Porsche Cayenne turbo, mostly because I'd forgotten where the bulkhead grommets were.

Bit of an aside...

When BP, Shell, MFG pull LPG pumps and tanks from their sites what happens to that equipment? Might expect some to appear on Ebay etc but haven't seen any for sale.

Would be nice to have the option of buying some to set up adhoc LPG stations in areas where there'd be demand.

A fella on another forum asked other forum members (all in the NorthEast) if they'd like to club together to set up an LPG site for their own private use so they could all enjoy LPG at cost price. I suggested they'd do better making the site for public use, maybe buy for a lower price if buying in greater quantities, charge a markup price even for investors, run it like a business so investors share the profits... If you have the chance to save £10 on a tank of LPG by not paying a markup, or pay full price at the pump but the pump puts £20 back in your pocket, you're better off doing the latter. The latter also has the advantage of potentially expanding to 2 sites putting £40 back in your pocket.

It didn't happen though, no-one showed interest. That said he was thinking of a site in an area already not too badly served by LPG stations and asked the wrong people whom he showed figures quoted by Calor for setting up new equipment. Stark contrast to the pop-up adhoc LPG stations I've seen in the past in areas like Rotherham, where a few fellas would rent an old bit of land, install second hand equipment and buy-in gas from the supplier that charged the lowest price.

Reminded me about Sweden, my son and his American wife are flying to Sweden on Sunday, must remember to feed their cats while they're away lol.

If some vehicles have both a P0175 (bank 2 too rich) code and a P0172 (bank 1 too rich) code then they may also be likely to flag a P0103 (MAF voltage too high) code. The reason for this is that the MAF gives higher signal voltage the higher the airflow and the ECU should provide more fuelling the higher the airflow. Both banks seeming to have too rich mixture (or both bank1 and bank2 lambda sensors being wrong) is a less likely fault (more than one component gone wrong) than a single component fault of an over-reading (in voltage terms) MAF sensor. That would make sense... But you don't have P0103 you have P0102 which points to under-reading MAF... which makes the combination of your 3 error codes curious - An under-reading MAF usually leads to high positive fuel trims (and lean mixture or under-reading lambda sensor codes). The curious part is why would an ECU give error codes for both under-reading MAF voltage (low airflow) and too rich mixture (from lambda sensor readings) at the same time. I.e. Why would it read low airflow but then supply the engine with what it thinks is correct fuelling for high airflow (more air requires more fuel and vice/versa).

Air intake rates / MAF voltage figures can vary by quite a lot for the same engine power (or idle rpm) if mixture varies. These days we normally assume mixture is correct when comparing MAF readings (and it goes without saying that the engine is fully warmed up).... If mixture is a bit rich the engine will usually need less air than usual to average to maintain idle speed, if a bit lean (or especially a lot lean) or a lot rich it will usually need more airflow than usual to maintain idle speed. Idling with correct mixture on LPG the engine may need slightly less air than idling with correct mixture on petrol and the MAF reading can be a bit lower than it would be on petrol, that's because of a few things such as the better atomisation of the fuel and the vapour LPG taking up volume in the inlet manifold that would otherwise be vacuum when vacuum is a factor in pumping losses, both are real efficiency gains in the relevant respects.

Got to wonder if some aspect of resetting adaptions, or (on the other hand) 'false' learned values during time with failing head gaskets contributed to the combination of error codes.

If in doubt about the LPG setup would advise getting it running properly on petrol before seeing what happens when it's run on LPG.