Can I fit a Stag 300-8 Q-max basic on a 6 cyl Jag S-type?

[sportston]

I think perhaps you misunderstand me. The rail supply will most likely be 12mm from what I can see. It's the injector hose that I need to know what size is correct. That fits on the injector, not the rail.

[LPGC]

You may find that the SuperSeal electrical connector plugs on your LPGTech loom are incompatible with the BRC injectors electrical connectors.

The type of injector pipe may depend on which BRC injectors you've bought (when they were made), some would originally have used pipes with screw fittings at the ends but you'd probably be able to use 5mm. Dunno how much you paid for the second hand BRC injectors but these days there are more accurate injectors that might have been cheaper to buy new. Not Stag injectors though And it's not only about the spec of injectors, it's also about physical shape and size, sometimes for implied tech reasons such as where it is possible to mount them in relation to the inlet manifold and intended pipe routing, sometimes just if you want a neat engine bay. On the Ford V6 you can route pipes through the gaps between the inlet runners on the manifold to the runners that feed the other cylinder bank but long injectors can be a negative for that.

LPGTech wouldn't have been my choice of electronics for the Ford engine'd Jag. If you think you might want some pointers on setting it up later don't use 'Tech mode' (which should really read amateur not much control over fuelling mode). If you set it up in Tech mode and we later suggest using 'Standard mode' you'll have to start again from scratch and re-enter all settings, plus there'll be no point of reference until you've seen results from driving with your initial setup in Standard mode.

[sportston]

The LPG Tech wasn't my ideal choice of ECU either, but it came down to what I could afford. You are most likely right about the plugs not fitting. The BRC injectors I bought come with electrical plugs, so I can solder them into the loom with no problem. The injectors are the clip-on type, not the screw type. I should be able to fit them in an ideal place on the inlet manifold. That was something I already thought of. Your advice about setting up the ECU is likely to be very useful. Thank you for that. I will set it up in Standard mode as you suggest. As for the 5 or 6mm query you answered that too. I was concerned that 5mm might not handle enough flow for 40bhp per cylinder. But if you think it will be ok then I shall order some hose.
Thanks for your advice. It is much appreciated.

[sportston]

It turns out all petrol S-types have a returnless fuel rail. Does anyone know if I can get away with fitting an emulator, or do I have to go the whole hog and fit a fuel return?

[LPGC]

Must be the early X types in either 2.5 or 3.0 form that did have a fuel return then, as said earlier at least one of the early models (2.5 or 3.0, X type or S type, at least one of the 4 combinations did have one.

Also as said earlier you can get away with just an emulator, at least most of the time (maybe still get the occasional Mil light on for fuel pressure readings) but unless a physical return is fitted the petrol pump and/or it's control electronics seem to fail prematurely.

[sportston]

Injectors arrived. 5mm pipe fits fine. Still waiting for ecu. Hermes lost it. Second one being delivered by Yodel, so it will probably arrive broken. Lol

[sportston]

They have 5mm outlets. I have trial fitted the injectors to the manifold. Not much room to put the nozzles! But managed to do it in what I hope is an acceptable fashion. As soon as the fuel pressure emulator arrives I will install it and refit the manifold.

Large fuel tank is now securely mounted in the boot. It required some modification to make the spare wheel well large enough (thank goodness for hydraulic jacks!). The tank is slightly too tall, but I don't mind the boot floor being raised buy 4cm.

The reducer is plumbed into the coolant system and mounted on the left inner turret. Hope the t-joints don't leak because they are a pain in the posterior to get to.

The valve saver bottle is mounted by the right turret and the nozzle fitted to the manifold very close to the throttle.

The high pressure solenoid is mounted behind the left headlamp beside the radiator, and is connected to the reducer by proper copper pipe.

Still plenty left to do, but I temporarily ran out of money and time. All the remaining parts are now on their way.

[sportston]

Ok so she finally runs on lpg, but... You said some of the LPG Tech ECUs change the language. I got one. How did you get around the problem? I've had a dickens of a job trying to calibrate it when I can't read Polish. It runs, but I think it could be better. I have proven that the injectors work ok, have wasted lots of petrol and found that my engine will rev right up to the red line where the limiter cuts in.

[Brian_H]

I think you will find you can't do anything about it other than run a second copy of the software on another machine next to it to see what your clicking. That has its limits though as you can only get round some bits of the software like that.

Alternatively you could use your phone to translate, there are apps that will do that through the camera?

[sportston]

Ok Thanks Brian. That is a good idea. I think that will probably be good enough. I also have a Polish friend. He has volunteered to help me.