Following on from the (unfinished, but about to be worked on simultaneously) Daimler Super V8, kid bro' thought that LPG on his Rover 820 hatch would be a useful addition.
I've bought a secondhand kit from a P38 Range Rover: King/AEB ECU, MagicJet injectors, Tomasetto Artic reducer, and a 77L 4-hole Stako donut tank with JIC fill and the recessed bayonet filler. The vehicle met a sticky end not long after the kit was fitted and the autogas-lpg warranty stickers are dated 03/2012 - cheaper kits were available but this seemed like a good balance between being inexpensive and worn out. (230 quid)
An unexpected win - it came with a Valtek Type 74 shutoff solenoid that we need for the SuperV8. I'll be swapping the valves between the 77L and the 96L tanks.
The plan is to chop the spare wheel well out, fit a flat boot floor, then fit the tank UNDER the boot floor. This will save an enormous bunch of mucking about with the vent hoses/false floors and whatnot, and the filler will be towbar mounted on a 50 cm JIC hose so no visible bodywork faff.
8 mm copper feed pipe (I bought a huge roll for the SuperV8) under the car, but I'll run the wiring internally this time.
Reducer is a lovely little thing compared with the KME Golds. Built in filter and shutoff solenoid. This gets bulkhead mounted, and will feed a single 12 mm filter that's mounted to a bracket on the gearbox (to reduce injector noise travelling through the bulkhead). That runs to the injector rail hung on the rear of the intake manifold - much like this:http://www.lpginfo.co.uk/forum/viewtopic.php?f=11&t=12
but lower, as on the 800 there's gallons of space between the engine and bulkhead. The MagicJet injectors are teeny tiny compared with the HANA injectors I used on the SuperV*. (can see why Simon recommended them now, even if they do look like they were made in China not the Czech Republic)
AEB025 picks up on one of the intake manifold bolts, a 6 mm stub on the injector rail, and a 6 mm stub helpfully provided on the intake manifold!
ECU location TBC. Probably in the engine bay on the bulkhead, but might fit near the petrol ECU and the battery.
Mapping TBC. The MEMS cars have narrowband oxygen sensors, the output of which is standard as far as I know but the structure of the sensor is slightly oddball (universals don't work well). MEMS also does some nasty micro-injections for acceleration enrichment that we'll have to deal with. Else the car does have an OBD socket (it's a last of last of/run out model; 1999 registered but post 1996 model year) though I've o idea what info is available over it at the moment. (probably OBD not OBD II?)
Anybody ever done a T-Series MEMS Rover and remember which settings you used? (820, 420, 220, turbocharged 620, Discovery MPi, Morgan Plus4 etc)
Valves are LPG-proof at least - if anything their lives should be better on LPG. On early M-Series engines the valveseats were from billet unobtanium to handle unleaded fuel. On these later T-Series engines they added more oil-cooling to reduce valve temps and pre-ignition, but this run the exhaust valves too cool and carbon buildup on the stems caused them to stick if used by grandad about town. (fine if thraped about by a 17 year old though) Later engines had looser exhaust valves guides and carbon break valves. LPG will run them hotter with less carbon so all should be well. Failing that, replacement engines cost less than flashlube kits...
Cold starting on LPG is of interest. These engines are state-of-the-ark and I used to run a "manual choke" on mine in the Land-Rover using a changeover relay and 220 ohm resistor for the coolant temperature sender. Tell the ECU the engine was "hot" long before it actually was hot and saving a bunch of fuel. (it is an iron-block engine that took an age to get up to temperature compared with modern stuff) How does LPG respond to this type of treatment? Do you need cold start enrichment at all? Might switching in the resistance that tells the petrol ECU that the engine is hot work?