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[Kevin Wood]

Yes, I've been reading the manual. No way to manually change the sensor settings?

I'd be intrigued to know how the auto calibration sets the map for the higher pulse widths as that would require the engine to be under load (and it would be open-loop, so no way to tell if it's rich or lean). I assume it's an educated guess.

Anyway, first things first. Out with the 2.5mm drill bit.

Kevin

[Kevin Wood]

I installed the Stag-300 software and had a play with it this evening.

I discovered that :

a) The instruction manual is a bit sparse and it's not immediately apparent what's going on.
b) If you go the the settings page there are configuration options for both the temperature and pressure sensors with a good number of options for each.

I'm wondering if the temperature sensor is selected wrongly and this is why the vapouriser temperature is reading incorrectly and, possibly, the pressure sensor could also be wrong explaining why the pressure reading drops so drastically on gas.

Combined with the small nozzle diameter this might explain what's wrong.

There is a table of nozzle diameter against engine power per cylinder however the power iunits are "KM". I wonder if this means kilowatts or BHP :-/

If BHP, then 2.5mm seems to tally with the output of a 2.5 V6 however they really need to match the petrol injector flow rate rather than engine output, I suspect (to give as close as possible a 1:1 mapping of injector durations).

Let's see what the weekend brings.

Kevin

[JamesV6CDX]

Let's see what the weekend brings.

Kevin

Hopefully, a nicely working LPG install on my CDX, and a few sore heads  8-)

[Jay w]

I installed the Stag-300 software and had a play with it this evening.

I discovered that :

a) The instruction manual is a bit sparse and it's not immediately apparent what's going on.
b) If you go the the settings page there are configuration options for both the temperature and pressure sensors with a good number of options for each.

I'm wondering if the temperature sensor is selected wrongly and this is why the vapouriser temperature is reading incorrectly and, possibly, the pressure sensor could also be wrong explaining why the pressure reading drops so drastically on gas.

Combined with the small nozzle diameter this might explain what's wrong.

There is a table of nozzle diameter against engine power per cylinder however the power iunits are "KM". I wonder if this means kilowatts or BHP :-/

If BHP, then 2.5mm seems to tally with the output of a 2.5 V6 however they really need to match the petrol injector flow rate rather than engine output, I suspect (to give as close as possible a 1:1 mapping of injector durations).

Let's see what the weekend brings.

Kevin

this is what i have to chack on the weekend, i am sure the correct sensors are selected, but as you say there are a few options there.

KM=kilowatts, Jeremy confirmed that it was 2.5mm i had worked it out to be 2.3mm 170bhp divded by 4 = 42.5 per cylinder, 1KW is about 3/4 of a BHP = 31kw.

you can change the duration that the injectors are open, Tylor has advised be that if i want to set them up manually then take a note of the milliseconds the petrol injectors are open of on idle and use that as a base to set the LPG injectors up, and then do it on partial throttle and then on WOT.....

[Kevin Wood]

KM=kilowatts, Jeremy confirmed that it was 2.5mm i had worked it out to be 2.3mm 170bhp divded by 4 = 42.5 per cylinder, 1KW is about 3/4 of a BHP = 31kw.
 

Or even 6?

 

Kevin

[Jay w]

KM=kilowatts, Jeremy confirmed that it was 2.5mm i had worked it out to be 2.3mm 170bhp divded by 4 = 42.5 per cylinder, 1KW is about 3/4 of a BHP = 31kw.
 

Or even 6?

 

Kevin

doh!!!!!!

[Jay w]

finally managed to get her home tonight, what a trip....never again!!!!

Chronic misfire on anything aside from light throttle, in order to build up speed i had to use the gearbox almost manually, and climibing hills required a lot of forward thinking, if anyone got in my way it buggered up my progress, it will not rev much past 4500rpm and has developed a thirst (21mpg)

at the least we have a knock sensor that is down, and we still believe a lambda may be faulty, she is staying at my friends garage this week and all the issues are being dealt with from there we can get back to finishing off the LPG kit

[Golfbuddy]

Bad luck Jay. It will all be worth it in the end. Hope it all works out for the best for you mate.  

[JamesV6CDX]

Any news on progress, Jay?

[Jay w]

chatting to the garage this morning, the crank sensor and one of the knock sensors had given up the ghost, hence all my issues last week.

The nozzels have been drilled, this weekend i will be running the auto calibration on it and looking to do a proper set up on it.

Just one question James, we have noticed that the lambda wires on the LPG loom seem to be a different guage. I have a purple and then a pinky/purple, now one of them is considerably thicker than the other, was that something that you founf on your install or were they both the same guage?

[Kevin Wood]

Glad there appears to be light at the end of the tunnel.  Real bad luck that they decide to die at the same time

I'm guessing their cables had got a bit fragile with the heat and got disturbed during the install?

I don't remember the Lambda wires (we're talking about the ones on the LPG loom?) being different gauge but the colours ring a bell. One probably got made up with the wrong gauge cable :-/

I found if you take off the cover from the ECU connector you can run the wires down through the engine loom, into the connector and you can just solder them to the very top of the pins on the ECU connector.

Kevin

[Kevin Wood]

Oh, and I'll send you that file with James' settings tonight. I can't look at them without the ECU connected, or so it would seem, but I can send you the file. In fact, given that yours is also a 2.5 on 2.5mm gas nozzles, the fuelling should be set up pretty darn close.

Kevin

[JamesV6CDX]

Good idea Kevin, my fuelling I rekon is very close...

[Jay w]

Oh, and I'll send you that file with James' settings tonight. I can't look at them without the ECU connected, or so it would seem, but I can send you the file. In fact, given that yours is also a 2.5 on 2.5mm gas nozzles, the fuelling should be set up pretty darn close.

Kevin

  thanks for the info, we have a feeling that they have used a different guage when they put the loom together

Auto sparkey doesnt feel that this will be an issue as the thinner guage cable is man enough for the job

[Kevin Wood]

Regarding the fuelling, the auto calibration claimed James' nozzles were too big at 2.5mm but we ignored this. Injector duration was slightly shorter than for petrol at idle but we found it needs a lot more fuel in the map at higher durations when manually mapped, so this is no bad thing. It was just popping up an "injectors full open" warning when revved to 6k, but the fuel mix was staying rich so not a real issue.

Kevin