Anon
Deleted
Posts :
Location :
Status : Offline
|
LPGA (Autogas) reinstatement
There was some trial & error to find the best places to fit everything but I won in the end by removing the lot then making it all fit in with the evaporator under the heater box. Originally it was wedged between the radiator and oil filter so tight that it made me wonder how the oil filter ever got changed.
Anyway, the end result -
Evaporator under the heater box, new vapour hose with stainless steel braid sheathing -
This made the heater hose runs a lot easier with the evaporator having to be teed-in in parallel with the heater.
Gas solenoid valve ended up a bit higher than it was originally, with the petrol solenoid valve moved so that hose runs could have plenty of flex in them -
This needed a new gas pipe, 6mm copper with insulating sleeving, and a couple of barrel olives; the pipe runs under the bonnet back edge to the wing then down beside the heater box, clipped using rubber hose insulators.
The blue cable for the evaporator solenoid valve following the gas pipe is 'thin-wall' having the same conductor cross-sectional area as the original cable that was too short to reach.
The supply originally was from coil terminal 15 and as such wasn't fused so a mini blade type line fuse was spliced into the ignition supply (white cable) at the bulkhead connector -
Fuse is 5A.
Before the front grille was fitted the cooling system has a pressure test -
and when everything was tight (a couple of hose clips needed renewing) both the heater and evaporator were vented while pressure was maintained in the system.
The cable dangling across the front of the radiator got removed too; it was speaker cable wired between the headlamps dip beams so the fuse for the nearside dip had its end caps cleaned to fix the fault.
Daftest part was moving the mixer from where it had been stuffed in the air intake hose just behind the air filter. It should sit on top of the carburettor but it was missing its 3 securing screws and the seal inside. Some 5mm bolts cut down to size and 1 O-ring later it fitted and sealed.
All the LPGA system needs now is a bit of paper to say that it conforms with ECE regulations...
----------------------
|
Anon
Deleted
Posts :
Location :
Status : Offline
|
And finally...
First trip out around the block (before the LPGA was working) the engine pulled well but backfired a couple of times and then wouldn't idle without winding the mixture screw right in. Odd. It was late though & I was more than ready to be home and in the shower so I didn't tinker with anything then and left it for when the LPGA was to be sorted out.
When I returned Char had got some petrol & put it in because the gauge was reading low ... and the engine ran sweet once it warmed up again. Then the penny dropped: the van had been standing long enough for what was in the tank to go off. No mending needed then & once the LPGA system was working the engine ran fine on that too.
Valve clearances opened up once the engine was thoroughly warmed up and overall, first adjustment + final adjustment, I had to wind in all the adjusters about 3 clicks, about 0.009". From the numbers I jotted down when grinding the adjuster screws it looks like specifying valve stem protrusion of 1.06" might be best when valve seats are fitted rather than 1.07".
Flashlube dispenser was fitted by the offside headlight with its base on the 'floor' panel so that it can be seen through the front grille & filled easily from under the bonnet. With the vacuum tapping in the manifold under the carburettor the dispenser is low enough not to siphon and it's easy to twiddle the adjuster for 12 drops a minute. A lot different from hanging off the edge of the cab floor under the engine cover & close to the exhaust where I found it when I started the job.
One to make Char cringe: the temperature gauge works fine...
----------------------
|
New posts since your last visit
Old post
