I have a 87 Volvo 740 GLE with the B230E engine (2.3 injection) which I am>thinking of getting converted to take LPG.>Will it need a Flashlube kit?

Also, does anyone have any experience of a successful or unsuccessful>conver­sion of this model?

Also, does anyone have any experience of a successful or unsuccessful> conversion of this model?>

Thanks, Matthew>

No.>

www.hargrave.me.uk/­lpg/volvo740.htm>

Only real problem is getting the air flow meter flap lifted out of the> way when you switch to LPG. There are, apparently, devices on the> market that will do the job, but I made my own.

"Stewart Hargrave" <SpamOnlyToHere@Mis­erableOldGit.Me.uk> wrote in message>news:7vsm61­h16j5n9pm1gelqqol86h­pes7sga6@4ax.com...>­> On Sun, 24 Apr 2005 09:50:24 GMT, "Matthew Jenkins">> <noname@nomail.com>­ wrote:>>

why do you need to lift the airflow flap out of the way? not seen this on a>740 before.

is your's the K-jet injection?>

"Matthew Jenkins" <noname@nomail.com>­ wrote in message> news:AZJae.2628$395­.2262@newsfe5-gui.nt­li.net...> > I have a 87 Volvo 740 GLE with the B230E engine (2.3 injection) which I

On some K-Jet systems (other than Volvo), I am told it is possible to>connect a balance pipe to the open side of the vaporiser, so that the>vap. references the tract depression, between throttle and flap,>rather than the atmosphere, but I couldn't get this to work on the 740>- presumably because the configuration of throttle, mixer and flap is>just to restricted.

Do you know what make/model of equipment is fitted to your housemates car?>

Thanks, Matthew>

"Nathan Lucas" <lucas.autotrash@te­sco.net> wrote in message> news:x0Mae.3235$WW5­.1040@newsfe2-win.nt­li.net...> > my housemate has a 740 running on LPG. no flashlube kit, and never had

a stefanelli>'turbo' reducer (has a pipe that goes from the reducer to the airflow>meter - supposed to help make it smoother)

I wonder if this is a version of a 'balance pipe' setup that I> couldn't make work? I would be interested to know more about this. Are> you able to describe where the pipe connects at either end? Got any> pics?>

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LPG info. page: www.tshargrave.co.u­k> Now with added Biodiesel

the pipe goes from the 'atmosphere' side of the reducer to just above the>airflow meter. i think the basic idea is to try and give a smoother fuel>delivery. the reducer is designed to go on a turbocharged engine. this>pipe would normally be used to bias the reducer with pressure from the>turbo. i'll try and get you some pics when i get chance

On Mon, 25 Apr 2005 19:13:29 GMT, "Nathan Lucas"><lucas.autot­rash@tesco.net> wrote:>

That sounds like the 'balance pipe' idea as per Austin's Ford.>Presumably it works on this Volvo because it is a vaporiser intended>for use with a turbo. >

Anybody got any idea how it differs from a normal reducer like mine?

On turbos the fuel pressure regulator diaphragm has manifold pressure>applied to it instead of atmospheric pressure. This ensures the fuel>pressure across the fuel metering jet/mixer/injector is always the>pressure set by the spring. Without this a high pressure turbo engine>on full boost would blow air in to the fuel delivery hose from the>vapouriser. I think you can convert a normal regulator to turbo by>drilling and tapping the diaphragm cover for a hose tail, you have to>plug whatever port or hole they use to supply atmospheric pressure to>the diaphragm, or just open that hole up and tap it.

That sounds like the 'balance pipe' idea as per Austin's Ford.> Presumably it works on this Volvo because it is a vaporiser intended> for use with a turbo.

That sounds like the 'balance pipe' idea as per Austin's Ford.> Presumably it works on this Volvo because it is a vaporiser intended> for use with a turbo.>

Anybody got any idea how it differs from a normal reducer like mine?>

I'm only asking out of interest - the flap lifting device I made works> very well, but I'd like to understand why the balance pipe arrangement> didn't work on mine.>

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I expect the kit to convert my 740 to arrive tomorrow so I'm going to be >busy for a few days. I am intrigued by your flap lifting device and how you >made it. Is it electrically operated, did you use some sort of vacuum >solenoid or do you have a cable running inside the car?

It's basically an electric motor that pulls on a bowden cable (bicycle> brake cable) that pulls up the arm of the air flow meter.>

In fact there was quite a bit of work involved in making it, but most> of the parts came from Maplins. It's several years ago now, and I'm> stuggling to remember the details.>

I mounted the motor in a metal box; it drives a worm and cog, which> does the pulling. But there are also a couple of micro switches,> tripped by a couple of cams mounted on the same shaft as the cog.> These operate in conjunction with a relay switch so that at full> deflection the power is cut, and at the same time the polarity is> reversed so that the motor will wind the other way and lower the flap> when I switch back to petrol.>

I'll see if I can put together some pictures and more details on my> website. But I have been told by several people that there is (or was)> a device on the market especially for this - I believe it works from> manifold vacuum. Maybe your kit will include it, or have another way> round the situation. If not, it maybe worth asking a few kit suppliers> if they can find one - see sig. for a link to kit suppliers.>

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Hi Stewart>

I fitted the gas venturi to the throttle housing tonight, which gave me the >chance to have a look at the air flow flap. I am very tempted to try the >car without any flap lifting device fitted. Logic tells me that the engine >is designed so that the flap lifts with a normal airflow, and the flap looks >like it will allow a fairly even current of air around its entire edge, so >the lpg venturi should work fairly well without a flap lifter. When you >fitted your device, did it make a significant difference?