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=jon=

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=jon= last won the day on February 17 2019

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    N. Wilts Wilderness....

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  1. I was looking at doing similar with the MS3 - run the petrol bank from the onboard injector drivers, then run an external injector driver off the MS3x injector drivers, with a switch to swap fuel/spark maps and the injectors over. I even got as far as buying the external drivers, but never got round to it. I think the external drivers may have needed modifying as well as the peak/hold currents for LPG are different for P+H petrol injectors..
  2. Thanks - I read through their specs and it says they can run high/low/peak hold, but I never got as far as asking if you could do a mix - run half the injectors with one and the other half with the other, or swap based on an external input if you are switching between the two via relay or similar... I'd be interested to see how you get on
  3. Have they said it will drive low impedance LPG injectors in addition to high impedance petrol injectors, with switchable maps between them? This is one of the options I've been looking at - I've got MS3 + an LPG ECU, it all works but it's not 'great' - there's various things that could be done better if everything was driven from one unit...
  4. I've seen a few people have fitted an external pump, and just 'sucked through' the existing in tank pump - not sure if this is an option, as it tends to be when fitting a high pressure EFI pump to replace a low pressure carb pump... But it'd be a whole load less hassle than dropping the tank out...
  5. Thanks - Hopefully dropping the tank isn't going to be too much of a PITA...
  6. Hi All I've been having some intermittent problems with the fuel pump on my MS powered v8. Normally it would work fine, but if the weather was really hot it'd stop priming - turn the key and there's no whine from the pump. Sometimes it would blow the 10A fuse on the relay board, sometimes it would just not run. Leave it for a bit, then sometimes it would run again, but if you turned it off and back on again it'd not prime. As far as I can tell everything is OK electrically - you can hear the fuel pump relay click on and off when you turn the key, the fuel gauge flickers slightly when the pump 'should' be priming which suggests it's drawing current but not pumping, so I guess it's on it's way out. There's plenty of guides around for changing TD5 pumps by making an access hatch through the boot floor, but nothing for a V8. Is it possible to change the pump in situ, or do you have to drop the tank? Thanks! Jon
  7. I've not looked at MS1, but on MS2 and later one of the outputs can be configured to be a tach, which goes straight to the input on the gauge. If you are using EDIS for ignition then I believe you can use one of the EDIS pins as a tach source as well.
  8. I have a VDO Cockpit Vision as it's a close match to the standard LR gauges: https://www.merlinmotorsport.co.uk/p/vdo-tacho-52mm-diameter-0-6000rpm-333015010 I got it via the US as it worked out a lot cheaper. One of the outputs on the MS can be configured as an RPM out.
  9. From memory the smaller tank is 45L, the larger is 55L - from empty to full is around 85L which would work out somewhere close to right as you can't fill them completely full. I think they are this type: https://tinleytech.co.uk/shop/lpg-tanks/single-hole/single-hole-cylinder-tank/ I ran the BLOS on megasquirt for a few years - you just have a second ignition table with the LPG curve on it, and a completely zero'd fuel table. I'm now running multi-point with an LPG ECU, but slowly moving more of the LPG functions to MS - gas pressure correction etc. At the moment it runs well, but there's a few niggles which appear to be because the LPG ecu makes corrections that the MS doesn't know about, even though I've disabled as much as possible. Elbekko is right regarding the injectors - you would likely need a peak + hold board to drive them. It's also likely that the currents are different to peak + hold petrol injectors (some are, some appear to work) which means modifying most of the peak and hold boards from standard. You would also be 'better' moving to MS3 if you aren't already as this offers a lot more control around dual fuels, and can do all of the gas temp/pressure correction.
  10. I've got twin underslung tanks on mine - the drivers side is a 300mm diameter tank (can only find a receipt for the tank straps, sorry!) and just fits between the outriggers, the passenger side is a 240mm tank and shorter, but this is on a 110 not a 109 so there may be chassis differences. If you have a look at somewhere like Tinley, they have a selection of tanks, with some measuring you should be able to work out what fits. If you are starting to assemble parts - I have a single point vaporiser and a BLOS carb, probably some other bits and pieces (changeover switch, VIP mixture controller etc) which I've been meaning to sell on here - drop me a PM if you are interested.
  11. The majority of 110's with a v8 were the original 3.5s on carbs - the standard exhaust is pretty small bore and restrictive. Even on a 3.5 (albeit EFI) I could feel a difference going from the standard 3.5 setup to the 3.9 manifolds, and then to the larger bore TD5 sized exhaust. Since I posted on this thread last time, the 4.6 is in and running, and it's a bit louder than the 3.5 was. Has a nice burble at idle, but I've still not got someone else to drive it so I can hear it from outside!
  12. It appears that it was a failing coil pack - realised I had a misfire on LPG under load which was traced back to a failing coil pack. It's early days but it appears to have also cured the hot restart issues.
  13. If you do away with the vacuum entirely, you may find you end up with oil leaks - on my fresh built 4.6 with the breathers setup incorrectly it would force oil past the crank pulley seal after extended high revs. Changing to the factory 4.6 setup (air drawn in from air filter on n/s bank, through engine, o/s with restrictor and spiral separator to inlet post throttle) cured it.
  14. Nope - I don't have MAT / CLT correction setup yet - still trying to figure out if it's a heatsoak issue or something else. That it consistently starts/dies then cranks then starts/runs makes me wonder if it's something else. What sort of settings have you got setup if you don't mind me asking, has to be worth a try...
  15. My percentages may be off as I have a feeling my req_fuel is not that accurate, as I was working off a map that was on the vehicle when I got it, rather than working from scratch, and it's also gone through various iterations as it's been upgraded from MS2 to MS3 and things like incorporate AFR Target enabled. For my columns I have 500, 750 (which is about the target idle) and then 1100 - but I may have a bigger table than you as I seem to remember you are on MS1?
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