Omega Owners Forum
Chat Area => General Car Chat => Topic started by: Lazydocker on 11 April 2010, 21:26:19
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Well... You must have managed to get further down the tank by now... How's it behaving?
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Perhaps he's gone a little too far down the tank and is still pushing it along the A12. ;D
Kevin
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lag came back on the way back to Reading yesterday. Tank was about 1/3 full. Air temp was cooler too. Throttle pinned changing into third.... Berbump.
Only did it twice. Fine otherwise. I've filled it back up again now so i'll see what its like on the way to work at lunchtime and keep an eye on tank level when it occurs.
Other thought was to check vap pressure again. Wondered if colder air temp and hence retracting fuel volume and low fuel level would combine to affect vap pressure...? car reported 10°c when lag occured, sure thats much cooler than when it was set up on saterday.
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I would check the vapour pressure under hard acceleration when tank is empty, then again in the same conditions after filling. The pressure in the tank will drop slightly with falling temperature and with falling level, but not as much as you might expect because, as the pressure drops, the remaining liquid will boil, bringing the pressure back up. A bit like a boiler in a steam engine.
Check the vapouriser temperature too. Maybe it's cooling off during a long period of cruising, reducing its effectiveness? :-/ Unlikely, as it has the full heater matrix flow through it.
Kevin
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indeed, was hoping to try exactly that at some point during my last couple of visits to you, grumpy bullet took president at the time unfortunately. However on both occassions i managed to arrive at yours with a fairly full tank.
Trouble with calibrating on the road myself is i've no idea how that graph works, although i see your guide explanes matters, and i dont think Mrs G will drive it to the point that the issue shows up, bless.
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should add its still better than its ever been, deffinately going in the right direction. Thanks guys.
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indeed, was hoping to try exactly that at some point during my last couple of visits to you, grumpy bullet took president at the time unfortunately. However on both occassions i managed to arrive at yours with a fairly full tank.
Trouble with calibrating on the road myself is i've no idea how that graph works, although i see your guide explanes matters, and i dont think Mrs G will drive it to the point that the issue shows up, bless.
I'm always happy to sit in the passenger seat with a laptop. :y
Will give you a shout next time I'm over at the best Sunday lunch restaurant in Mortimer. :y
Kevin
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indeed, was hoping to try exactly that at some point during my last couple of visits to you, grumpy bullet took president at the time unfortunately. However on both occassions i managed to arrive at yours with a fairly full tank.
Trouble with calibrating on the road myself is i've no idea how that graph works, although i see your guide explanes matters, and i dont think Mrs G will drive it to the point that the issue shows up, bless.
I'm always happy to sit in the passenger seat with a laptop. :y
Will give you a shout next time I'm over at the best Sunday lunch restaurant in Mortimer. :y
Kevin
wow, lunch as well... ;D ;) :y
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Are we still sure this issue is pressure related, or have we ruled that out. Or are we unsure again ;D ;D ;D
Odd that chrisgixer's seems to do it on low tank - is that what others are seeing? Or is chrisgixer's a slightly different issue due to different tank setup that shows as a similar symptom to others?
I thought LD had nearly, almost cured his? Mine was (albeit briefly, and on a full tank) fine.
:-/
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full tanks do help, when mine has blipped at high rpm, its when the tank has been low
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full tanks do help, when mine has blipped at high rpm, its when the tank has been low
Your issues are less likely to be the same as V6 ones, as you don't need same flow. I'd guess your poor vapouriser is more of a factor?
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
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The only mechanism by which the engine can "know" if the tank is full or empty, is by the vapour pressure.
It could be that the vapouriser output pressure under load is slightly dependant on tank level but I would expect that to be evident by looking at a trace showing all the vital signs. :-/
Kevin
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
What if you calibrate at half full?
Shouldn't the reducer maintain a constant(ish) pressure (within its capabilities) despite tank pressure?
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
What if you calibrate at half full?
Shouldn't the reducer maintain a constant(ish) pressure (within its capabilities) despite tank pressure?
Thing is, the Vap pressure isn't dropping noticeably when the problem occurs :-/
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
What if you calibrate at half full?
Shouldn't the reducer maintain a constant(ish) pressure (within its capabilities) despite tank pressure?
Thing is, the Vap pressure isn't dropping noticeably when the problem occurs :-/
Hmmm, just popping my head in to say I have an interest in this. My 2.6 has a similar issue when on WOT going past 5k rpm.
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fine today, did 44 miles on a full tank, and its as LD wittnessed on Saturday, ie slight tiny issue, when lifting off, the box then selects a higher gear and slight drag on the gear change, if it stayed like that i'd be happy enough.(edit to add, if the throttle is kept pinned to the floor its perfect, but your really doing silly speeds then, shhhh ::))
Trying to decide if gear changes generally are not as smooth as on petrol, dont get me wrong, its far better than on 1.2 bar, being picky really and slightly paranoid if i have a box issue. I keep switching back to petrol to check the gear changes are ok, then back to gas again once assured. As said though its all improving with each tweek. :y
Having said that, i do expect it to run perfectly eventually, its def possible as Entwoods conversion prooves. His injectors look far more..."serious" than ours.
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Still working on it Chris... Can't get mine to behave as well as yours though :'( :'(
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Still working on it Chris... Can't get mine to behave as well as yours though :'( :'(
I know you are LD, much appreciated. :y
Will be interested to see what TB makes of his when he starts poking it....
+18% long term fuel trim wouldnt make amy odds would it?, elm showed some live data last week.
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Still working on it Chris... Can't get mine to behave as well as yours though :'( :'(
I know you are LD, much appreciated. :y
Will be interested to see what TB makes of his when he starts poking it....
+18% long term fuel trim wouldnt make amy odds would it?, elm showed some live data last week.
Mine is being treated as if its in cotton wool until the oil issue can be tested/confirmed/resolved.
I even resisted the temptation when a BMW decided to be a typical BMW driver at a roundabout....
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Still working on it Chris... Can't get mine to behave as well as yours though :'( :'(
I know you are LD, much appreciated. :y
Will be interested to see what TB makes of his when he starts poking it....
+18% long term fuel trim wouldnt make amy odds would it?, elm showed some live data last week.
That's quite a lot of fuel trim. I think the EML comes on at about 20. Is that on both banks? :-?
Sounds like the LPG map is a little lean. I wonder if that's a clue? :-/
Kevin
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Still working on it Chris... Can't get mine to behave as well as yours though :'( :'(
I know you are LD, much appreciated. :y
Will be interested to see what TB makes of his when he starts poking it....
+18% long term fuel trim wouldnt make amy odds would it?, elm showed some live data last week.
That's quite a lot of fuel trim. I think the EML comes on at about 20. Is that on both banks? :-?
Sounds like the LPG map is a little lean. I wonder if that's a clue? :-/
Kevin
LPG Map appears OK... But it's all relative I suppose
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LPG Map appears OK... But it's all relative I suppose
Yep. It will need a bit of running around on petrol to get rid of the fuel trim before it's evident - or clear the codes, which resets the fuel trims on the DBW cars, then run around on petrol collecting another petrol curve, then check the LPG map against that.
Kevin
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LPG Map appears OK... But it's all relative I suppose
Yep. It will need a bit of running around on petrol to get rid of the fuel trim before it's evident - or clear the codes, which resets the fuel trims on the DBW cars, then run around on petrol collecting another petrol curve, then check the LPG map against that.
Kevin
Looks like Chris needs to pop down to yours then ::) ::)
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LPG Map appears OK... But it's all relative I suppose
Yep. It will need a bit of running around on petrol to get rid of the fuel trim before it's evident - or clear the codes, which resets the fuel trims on the DBW cars, then run around on petrol collecting another petrol curve, then check the LPG map against that.
Kevin
Looks like Chris needs to pop down to yours then ::) ::)
I can feel a rear bush party mini meet in Four Marks coming on ;D
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LPG Map appears OK... But it's all relative I suppose
Yep. It will need a bit of running around on petrol to get rid of the fuel trim before it's evident - or clear the codes, which resets the fuel trims on the DBW cars, then run around on petrol collecting another petrol curve, then check the LPG map against that.
Kevin
Looks like Chris needs to pop down to yours then ::) ::)
I can feel a rear bush party mini meet in Four Marks coming on ;D
Do you all wanna come up here? ::) ::) ;D ;D
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LPG Map appears OK... But it's all relative I suppose
Yep. It will need a bit of running around on petrol to get rid of the fuel trim before it's evident - or clear the codes, which resets the fuel trims on the DBW cars, then run around on petrol collecting another petrol curve, then check the LPG map against that.
Kevin
Looks like Chris needs to pop down to yours then ::) ::)
Might save the existing map before it gets played with... just in case.
Kevin
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cutnpaste from elm thread, so was written with code reading in mind, not lpg, but gives more info than i remember...
nope, no good, "support for this cable has been withdrawn for forign copies...too costly...visit scantool.net and buy a genuine one you tight git" or something like, keeps popping up.
it connected to read a certain ammount of live date but blatantly refused to read any codes, 0430 def present.....is 57 degrees intake temp. to high if the car ouside temp is reporting 16°? engine temp showed 87 ish and was still warm from drive home? fuel trims showing short term +10% long term almost +18%, iirc it was +1/2% at worst last i looked, pre cat O2 +O.8 both banks at worst at tick over.
cat code cleared with snap on reader available by coincidence from neighbour. Live date similar.
fink maf is on the way out perhaps? it has been suspected for some rough starts in hot weather as well.
Any thoughts?
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it also switched back today, full throttle and simultanious sport mode from 70 set the bleeper off.
on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
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Still working on it Chris... Can't get mine to behave as well as yours though :'( :'(
I know you are LD, much appreciated. :y
Will be interested to see what TB makes of his when he starts poking it....
+18% long term fuel trim wouldnt make amy odds would it?, elm showed some live data last week.
Mine is being treated as if its in cotton wool until the oil issue can be tested/confirmed/resolved.
I even resisted the temptation when a BMW decided to be a typical BMW driver at a roundabout....
oh now we cant have this, just not on, MAAARK, THIS GETTING SERIOUS....
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I wonder if the LPG setup on a lighter throttle does not like the retard applied by the ECU.
As many know, when the autobox goes for a change, it tells the ECU which applies a retard value to the ignition timing to back the power off and give a smoother shift.....
I suspect that the LPG fuel or even the ecu is not so happy with this
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I wonder if the LPG setup on a lighter throttle does not like the retard applied by the ECU.
Could be. I've wondered about this as well but as things we have changed have made some difference it had been left on the back burner.
Not sure the LPG ECU would see the retard as it doesn't see the spark signal - unless the injector signals and/or the tacho output from the main ECU are also retarded - possible, I guess.
Could be, as you say, the fuel itself can't take this much retard (or can't at the mixture we happen to be burning at WOT).
Other options on my "Back Burner", to throw into the pot:
1) Retarding the ignition pushes the timing of the spark closer to TDC, which is where the peak cylinder pressure occurs. We know LPG requires a stronger spark so maybe it is beyond the capabilities of the ignition system to ignite it at the increased pressure around TDC as opposed to typical full-throttle advance (20 odd degrees BTDC?).
Would have thought the main ECU would detect a misfire then, though. :-/ It would also be variable between cars IMHO, as ignition systems do vary in effectiveness. Might be worth trying a set of more closely gapped plugs though?
2) The main ECU does something odd to the injector signals during an upshift like missing an injection cycle or hold the injectors open for a full cycle so the LPG ECU misses a trigger. This could throw the LPG ECU for a couple more cycles, depending on how it triggers its' own internal scheduling based on the inputs from the petrol ECU.
I do see the petrol injector duration spike to quite high values in the LPG live data - an indication that it has held the injectors open or perhaps that the LPG ECU has interpreted something that way?
3) Did wonder if DBW cars are closing the throttle during upshifts, which momentarily throws the vacuum referenced LPG vapour supply. Discounted as problem also present on non-DBW cars, so vacuum and vapour supply, should be stable throughout the upshift.
One problem is that the live data from both Tech 2 and the LPG ECU isn't really collected fast enough to see what's going on. Maybe I need to get a scope on some of the signals and see if I can spot anything. :-/
I also have a wideband lambda sensor that could be jury-rigged onto an Omega with a bit of messing about. Not sure whether it'd be fast enough to tell us anything interesting, though. One thing we could do is to ensure that the fuel mixture is optimum at WOT. Not something we can really see without it.
Kevin
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... its now the opposite way round i suppose you might say, on 1.2 bar vap pressure gear changes where fine driving normally at sensable throttle settings, only when you booted it did gear changes lag, and lag quite heavily in comparrison to the current 1.1 bar, which now is a joy at full throttle, but shows a much smaller amount of lag certainly when lifting from full thottle, although this can be driven round if you lift gently, and i suspect a tiny amount during normal throttle gear changes, hence my switching back to petrol to check changes are still smooth.
Generally though the whole problem is improving with less vapourisor pressure, hence Lazydockers sugestion of going further to 1.0 bar perhaps.
hth
:-/ :-/ :-/
edit, cross posted with kevs previos reply.
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By changing the pressure and remapping we might well be changing the mixture at WOT - hence the thought about getting it right with a wideband lambda sensor.
Bogging while coming off the gas is a sure sign that the mixture is (momentarily) not right, however, the petrol ECU would be making corrections at this point to compensate for wall-wetting of the intake manifold, which doesn't happen on LPG.
We also have to bear in mind the slowness of the LPG injectors, whether that's compensated for by the LPG ECU and whether there's enough time in the engine cycle at high revs for them to complete an open-inject-close cycle.
Kevin
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cant help but wonder if it needs an lpg specific map, is it ever going to respond correctly trying to match a petrol map when running on gas? is this the key differance between our stag set up and Entwoods install?
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cant help but wonder if it needs an lpg specific map, is it ever going to respond correctly trying to match a petrol map when running on gas? is this the key differance between our stag set up and Entwoods install?
AFAIK Entwood's setup is very similar. LPG ECU (albeit a different one) piggy-backing off the standard petrol ECU.
Kevin
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Not sure the LPG ECU would see the retard as it doesn't see the spark signal - unless the injector signals and/or the tacho output from the main ECU are also retarded - possible, I guess.
It does not affect any of the standard signals, the LPG setup would not see the retard at all hence why it could be a possible.
1) Retarding the ignition pushes the timing of the spark closer to TDC, which is where the peak cylinder pressure occurs. We know LPG requires a stronger spark so maybe it is beyond the capabilities of the ignition system to ignite it at the increased pressure around TDC as opposed to typical full-throttle advance (20 odd degrees BTDC?).
Yes, and worth a go with a slightly smaller plug gap to see if it helps.
Would have thought the main ECU would detect a misfire then, though. :-/ It would also be variable between cars IMHO, as ignition systems do vary in effectiveness. Might be worth trying a set of more closely gapped plugs though?
From memory (I would need to check) but, the ECU needs to see 5-10 miss fires in a certain period to raise a fault code so a short one off hiccup on one cylidner wont result in anything being flagged
The main ECU does something odd to the injector signals during an upshift like missing an injection cycle or hold the injectors open for a full cycle so the LPG ECU misses a trigger. This could throw the LPG ECU for a couple more cycles, depending on how it triggers its' own internal scheduling based on the inputs from the petrol ECU.
You would expect the engine ecu to pulse the injectors after the gearchange and the retard has been removed in order to get a fast power recovery.
I do see the petrol injector duration spike to quite high values in the LPG live data - an indication that it has held the injectors open or perhaps that the LPG ECU has interpreted something that way?
To me, this backs up the above theory
Did wonder if DBW cars are closing the throttle during upshifts, which momentarily throws the vacuum referenced LPG vapour supply. Discounted as problem also present on non-DBW cars, so vacuum and vapour supply, should be stable throughout the upshift.
The throttle valve is just to slow to operate in order to support this. On the original C25XE fitted in Cavs and Cals they had a second throttle valve which had a very fast motor fitted to it to provide a TC function.....needless to say it was quite slwo to work!
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Yes, and worth a go with a slightly smaller plug gap to see if it helps.
That's reasonably easily done.
From memory (I would need to check) but, the ECU needs to see 5-10 miss fires in a certain period to raise a fault code so a short one off hiccup on one cylidner wont result in anything being flagged
I think you're probably right. Also, IME, once it's stored a misfire code it's also cut off that cylinder to save the cat so it would be a somewhat more noticeable problem!
You would expect the engine ecu to pulse the injectors after the gearchange and the retard has been removed in order to get a fast power recovery.
It might well throw in some enrichment and the injectors are already close to fully open. I have spotted a setting in the latest stag ECUs to set a level of fuelling for an "injectors wide open" scenario said to be required on some Mazda engines. Hmm.
The throttle valve is just to slow to operate in order to support this. On the original C25XE fitted in Cavs and Cals they had a second throttle valve which had a very fast motor fitted to it to provide a TC function.....needless to say it was quite slwo to work!
Yep, I think this has been eliminated anyway. Vacuum certainly doesn't blip on a DBW car and, as said, the problem exists on both variants.
The bog down feels more fuel related to me, based on a seat of the pants that's used to mapping Megasquirts. Not a hard power cut like a misfire would give.
Kevin
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Am I right in thinking that this only affects automatics?
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Am I right in thinking that this only affects automatics?
I would think so... It will get resolved. I'm determined to get to the bottom of it, as is Teilo. :y
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
What if you calibrate at half full?
Shouldn't the reducer maintain a constant(ish) pressure (within its capabilities) despite tank pressure?
Thing is, the Vap pressure isn't dropping noticeably when the problem occurs :-/
Hmmm, just popping my head in to say I have an interest in this. My 2.6 has a similar issue when on WOT going past 5k rpm.
Interesting... What kit have you got fitted?
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
What if you calibrate at half full?
Shouldn't the reducer maintain a constant(ish) pressure (within its capabilities) despite tank pressure?
Thing is, the Vap pressure isn't dropping noticeably when the problem occurs :-/
Hmmm, just popping my head in to say I have an interest in this. My 2.6 has a similar issue when on WOT going past 5k rpm.
Interesting... What kit have you got fitted?
Its adding to the DBW pool as well, occasional on mine (granted less likely due to not as high flow needed)
Are any cable throttled engines affected? :-/
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Am I right in thinking that this only affects automatics?
I would think so... It will get resolved. I'm determined to get to the bottom of it, as is Teilo. :y
afaik yes, only autos.
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TBH it's so intermittent I'm having issues pinning it down.
Still think it's the injectors though :-/ Although mine seems to be fine with a full tank and get worse or fine when nearly empty and plays up when full (depending when it was calibrated) :-/
What if you calibrate at half full?
Shouldn't the reducer maintain a constant(ish) pressure (within its capabilities) despite tank pressure?
Thing is, the Vap pressure isn't dropping noticeably when the problem occurs :-/
Hmmm, just popping my head in to say I have an interest in this. My 2.6 has a similar issue when on WOT going past 5k rpm.
Interesting... What kit have you got fitted?
Its adding to the DBW pool as well, occasional on mine (granted less likely due to not as high flow needed)
Are any cable throttled engines affected? :-/
Yes, Lazydee's. And soon, TB's i guess.
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
I've had the urge to a little in the last couple of days... New Cam Belt is fitted now and I just can't resist ::) ::)
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
You're not related to Tunnie, are you?
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
You're not related to Tunnie, are you?
Can only be a distant relative... Tunnie wont go over 3k ::) ::) :D :D :D
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
You're not related to Tunnie, are you?
Can only be a distant relative... Tunnie wont go over 3k ::) ::) :D :D :D
Oh No! I must be directly related to Tunnie - I can't go above 3k :o :o :o
Now where did I put those 8 bottles of pain killers, and those 3 bottles of vodka - its the only solution
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
You're not related to Tunnie, are you?
No TB, I've got much bigger hands, but I understand Tunnie has a big 'tool' kit for such a little lad? ::) ;D ;)
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Just seems to be changes between 5200 and 6K that play up :-/ :-/
I've noticed this too, thinking about it. :-/ The overtakes that require the pedal buried into the carpet don't normally turn into buttock-clenchers. It's the easy ones where you just come off the kickdown switch to give it less of a beasting. ;D
Kevin
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on the way home a rare chance for full throttle run into top gear from a stand still revaled faultless gear changes
no problem at all, couldn't fault it. But lift and it changes early and lags a fraction still, as it would.
I have found this too... If you get it into 6k+RPM it seems to change perfectly, just if it changes anywhere between about 5200 and 6k it has the lag...
Really odd :-/ :-/
Fine below 3k rpm :'(
;D ;D ;D ;D ;D
Have you replaced that Vac Tank yet? If not, it must be really flat!
Just seems to be changes between 5200 and 6K that play up :-/ :-/
I should be OK then, I daren't take mine past 5000, the noise is too scarey! ;D ;)
You're not related to Tunnie, are you?
No TB, I've got much bigger hands, but I understand Tunnie has a big 'tool' kit for such a little lad? ::) ;D ;)
Can't argue with that ;D
I found just easing off power bit slower stops any issues, also with a full tank its fine. Really must do a re-calibration though soon
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Just seems to be changes between 5200 and 6K that play up :-/ :-/
I've noticed this too, thinking about it. :-/ The overtakes that require the pedal buried into the carpet don't normally turn into buttock-clenchers. It's the easy ones where you just come off the kickdown switch to give it less of a beasting. ;D
Kevin
I understand the individual words, but the concept just doesn't make sense to me ::)
:P
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I understand the individual words, but the concept just doesn't make sense to me ::)
:P
Damn me and my mechanical sympathy. :(
;)
Kevin
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i wonder, how long did lifters last in gm's distruction tests...?
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i wonder, how long did lifters last in gm's distruction tests...?
I bet they didn't do a "spirited driving" simulation at Ellesmere port. ::)
Kevin
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gave it the beans on the way home tonight, few blasts up to 5k rpm :o
No issues at-all, but had a full tank
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gave it the beans on the way home tonight, few blasts up to 5k rpm :o
No issues at-all, but had a full tank
av a word with 'im TB ffs! ;D
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gave it the beans on the way home tonight, few blasts up to 5k rpm :o
No issues at-all, but had a full tank
av a word with 'im TB ffs! ;D
Yeah, if you can afford to look down at the rev counter something's wrong. ;D
Kevin
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gave it the beans on the way home tonight, few blasts up to 5k rpm :o
No issues at-all, but had a full tank
av a word with 'im TB ffs! ;D
Yeah, if you can afford to look down at the rev counter something's wrong. ;D
Kevin
...look down, focus, look up, oh, covered all of 10 feet. ;D
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well, its seems to be running very well down to the bottom of the tank, no change in lag from full tank to low afaict. Er .......well if anything, and if i had to try to describe any differance i'd say it was better than on a full tank, but would need to run a couple of tanks down to be sure, and then probably decide its no differant.
For all my moaning though, so much better than on 1.2bar. Thanks again LD.
Some strange swithing back errors persist though, only common circumstances seem to be under acceleration, not necessarily under hard acceleration, and within a couple of minutes of switching to lpg. Trying to repeat the error by driving in the same manor does not seem to induce it to missbehave, most odd.
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well, its seems to be running very well down to the bottom of the tank, no change in lag from full tank to low afaict. Er .......well if anything, and if i had to try to describe any differance i'd say it was better than on a full tank, but would need to run a couple of tanks down to be sure, and then probably decide its no differant.
For all my moaning though, so much better than on 1.2bar. Thanks again LD.
Some strange swithing back errors persist though, only common circumstances seem to be under acceleration, not necessarily under hard acceleration, and within a couple of minutes of switching to lpg. Trying to repeat the error by driving in the same manor does not seem to induce it to missbehave, most odd.
So when the engine is still cool :-?
I reckon that's because we're all tight and have it set to switch over a little early (if honest) and the vapour is still a little "Thick", for want of a better description
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well, its seems to be running very well down to the bottom of the tank, no change in lag from full tank to low afaict. Er .......well if anything, and if i had to try to describe any differance i'd say it was better than on a full tank, but would need to run a couple of tanks down to be sure, and then probably decide its no differant.
For all my moaning though, so much better than on 1.2bar. Thanks again LD.
Some strange swithing back errors persist though, only common circumstances seem to be under acceleration, not necessarily under hard acceleration, and within a couple of minutes of switching to lpg. Trying to repeat the error by driving in the same manor does not seem to induce it to missbehave, most odd.
So when the engine is still cool :-?
I reckon that's because we're all tight and have it set to switch over a little early (if honest) and the vapour is still a little "Thick", for want of a better description
oh alright i get the message :D ;D ;D ;D ;)
i know what you mean. :y