No visual or audio cues from the accumulator. It's just a tank with a nitrogen filled bladder. I can hear the ABS pump working on mine even when driving- gives me a chance to fuel my paranoia counting how many pedal applications between pump runs :-)
What exactly is your problem? You'll know if the pump's not working as you won't have any power brakes. Accumulator failure is normally signalled by the 3 amigos (ABS/ TC/ Brake lights) flashing at you when pushing the brake pedal.
Might be completely irrelevant but on your cold start graph Lambda A Output starts to vary at line 79 but Lambda B Output does not vary until line 228. Perhaps a contaminated sensor or a flaky heater?
Beaten to the reply by Gilbertd again!
Hi Marty
I have a veteran single-point gas system with its own O2 sensor so can't make any direct comparisons, but I've noticed that the petrol side of the system still reacts and tries to adjust trims (short and long) when I'm running on lpg. As I start and run almost exclusively on lpg (when it works!), if I switch to petrol it's a bit all over the place until it gets used to its new diet.
Anyway, as I said, not relevant to yours.
Have you run the Nano on it to record what's happening when you hot start it to confirm your suspicions around closed/ open loop running?
What about fuel temp sensor- any funnies there?
As far as looking for air leaks post MAF, Easy Start, brake cleaner, ether, in fact anything volatile will do. Usual eggy sucky caveats around stuff like that and stray sparks if you're fond of your facial hair!
Happy hunting...
Died on gas completely yesterday, so I guess now is the time to dig deep into the system. Workshop full of other stuff though. Why do these things always pick the perfect moment?!
Yep- nice shiny new R90E. I've followed your instructions religiously (each time I pray it's going to be sorted) 4 times now. Come back to pretty much the same base setting on the R90 give or take 30 degrees of turn on the main screw every time.
I was thinking along the lines of blocked filters/ kinks in the lines too. I'm under the thing replacing all the UJs and fluids at the moment so will follow the line from tanks to vapouriser and see how many filters I can find to clean.
For such a simple system it's a pain that I can't get it totally right. I thought Lucas Mk2 injection was fiddly, but this takes several biscuits!
LOL- that was the (much appreciated) HOWTO you sent to me :-)
Which, of course, I followed religiously
Wonder if it would tear itself in half if you only put the 3.5 on one end?!
:-)
Martyuk wrote:
Yeah, the rear is a nice piece of cake compares to the front... especially as the hubs have never been apart before!!
I think there is an option on the P38 front diff on the Ashcroft transmissions website to upgrade the diff centre from 2 pin to 4 pin - so I presume that they just fit a 'standard' front ring & pinion to the 4 pin centre... Extra £50 on top, plus apparently an extra charge if you then return a 2 pin unit - so I'm guessing somewhere in the £100 region on top to make the front one a correct 4 pin diff...
Also looks like they do 'HD' ring an Pinions in a 3.5 ratio (close enough to the stock 3.54) which are selectable for front/rear if you wanted to upgrade yourself just those components for a cool £195 an end!!
Excuse the lack of paragraphs here. Haven't worked out how to transfer what's in the box format to published so look like a teenager typing on a mobile phone. Bear with me!
So... I'm running OMVL/ Millenium single point on my '95 4.6. Vapouriser, stepper and lambda sensors (sensor) are new.
I know that these setups aren't optimum for extracting the last few HP from the motor, due to the limitations of single lambda and single point injection of gas into the inlet. The system is set up to pretty much optimum, using the setting the OMVL mixture up at 50% restricted, 2500 rpm static method, tweaking with the software then locking down the limits on the stepper motor to +- 30 idle and +- 40 out of idle. It runs and idles fine BUT I'm getting bored with having to use the petrol switch as a turbo button when I occasionally feel like caning it. There's a huge difference on full throttle max power demand between LPG and petrol...
I'm thinking it's running weak on LPG at the top end, and my tortuous logic is thinking that it's the locked down stepper motor (ok actuator) that's causing this, by, in effect, acting as a second "main jet" and only partially opening to its pre-set limit.
I've found by trial and error that the actuator limits need to be locked at at the low end, or it's a bitch to start (actuator closed= no gas), but any reason why I shouldn't set the actuator limits to fully open at the out of idle top end? That would just leave the vapouriser to take care of the demand.
I don't have access to a 4wd rolling road (that'd be too easy) so my next proposed move is to get a very long lead for the laptop so I can monitor the lambda, find a long hill where I can floor it for 10 seconds or so in top, remove the actuator limit at the top and monitor the lambda- tweaking the vapouriser to suit.
Anyone (Richard?!) got any views/ thoughts on this or know of an easier approach? I'm applying petrol logic to a gas problem, so I might be chasing my own arse on this, but if it is running weak on full demand, I need to sort it before it goes pop.
I've also got Nightbreakers fitted. In combination with my spots on main beam they light up the surroundings like my old Cibie Super Oscars used to do on my rally cars back in the 70's!
I agree that dipped beam still leaves much to be desired. In fact, going from main to dipped is like turning off the lights completely. I've come close to exploring the banks on our Devon lanes a few times,
I'd love a solution to the dip problem which is compatible with stock everything. I really don't want to turn into one of those kn0bs that drive around with the fogs on all the time...
Let me see- a Bentley Continental GT Speed by any chance?
Thanks for the invite Gilbertd. Nice to have a new watering hole!
Will seek out random bollocks and make sure I post it (them?) here