Petrol pump woes?

Hi, I converted my wife's 1800 Freelander to run on LPG, all went well, car starts on petrol then switches to LPG, and runs super, however after a run the fuel in the petrol line "disappears", and when it comes to a restart, no dice, it just churns on the starter, and after a couple of attempts splutters into life.
Now here is the background on this job, at first I had a leaking injector, which I duly replaced, in the meantime I fitted a fuel pump cut off relay, which once on gas stopped the petrol pump running at all, as it was impossible to set up the LPG mixture, when the car was running on both fuels!. So down to my question, what stops the fuel in the delivery line being syphoned back to the tank, is there a none return valve in the pump itself, or elsewhere?.
Any help would be appreciated on this one.
Cheers
Brian.

Some pics of the conversion


Filler

Tank


Changeover/level switch

Vaporiser

Gas cut off inertia switch

can't think of anything .
THE Haynes mentions a Fuel pressure damper in the fuel rail although it dosn't make clear what its for just says its not repairable , maybe the damper maintains pressure in the injector rail to enable start up before the fuel pump catches up and takes over.
or maybe it just regulates the pressure from the pump to the injectors

but surely the injectors use all the fuel available to them then inject air, which is why they are not primed for restart, you need to isolate electric to injectors perhaps.

edge said:

can't think of anything .
THE Haynes mentions a Fuel pressure damper in the fuel rail although it dosn't make clear what its for just says its not repairable , maybe the damper maintains pressure in the injector rail to enable start up before the fuel pump catches up and takes over.
or maybe it just regulates the pressure from the pump to the injectors

Click to expand...

Nice thought, the thing you're on about is an accumulator, on the LH side of the inlet, this is designed to damp out pressure pulses in the fuel rail, the pressure as far as I can make out, is controlled within the pump itself, by means of a pressure relief valve, set at 3.5 Bar, which when the pressure in the fuel line exceeds this value, vents the excess fuel back into the tank, I was just curious to know if the non return valve was in the line, or indeed in the pump itself. Any ideas on where I can obtain the L/R special tool LRT-19-010 ?
Cheers
Brian.

freelance said:

but surely the injectors use all the fuel available to them then inject air, which is why they are not primed for restart, you need to isolate electric to injectors perhaps.

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Perhaps I should have pointed out here, that the injectors are cut out, via an injector emulator, so they don't actually operate at all once running on gas!

See Land Rover Technical Bulletin No 0028 CDS ref L8607bu dated 13 09 2000, on how to repair the fault, only 3 days wasted, but I don't care, the petrol equivalent of 42 MPG around the doors, and if it were a diesel, closer to 45.
Now why would anyone want a smelly old oil burner, with those sort of figures, beats me!.

Brian.

many on here would not automatically associate a poorly designed k series and lpg in the same sentence ,let alone in the same car, and i have to admit i need to be convinced as well!

Glad you have sorted the problem
Don't worry about the nay sayers my freeloader has had LPG for two years
and apart from a duff spark plug/coils has run a treat .
In fact I would go as far as to say it runs better on lpg than petrol
Just remember to keep the petrol at around 1/4 full ,dont want to suck all the crud off the bottom of the tank and fresh petrol burns better
The only problem is the lack of filling stations but you can get a book that lists stations around the country.

freelance said:

many on here would not automatically associate a poorly designed k series and lpg in the same sentence ,let alone in the same car, and i have to admit i need to be convinced as well!

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Of course not, that's why after 220 000 miles since being converted, my Rover 214 is still going strong, I last took the head off at 170k, to fit the MLS gasket, not because it had failed, but as a precaution, and the bores still had the original honing marks right to the top of the liners, and I'm still yet to see any K series engined car that has suffered from HGF, as anything other than a result of neglect!, or incorrect servicing technique.
Brian.

:dnfnoob:

dream on Brian. Yu aint lived.

The Mad Hat Man said:

:dnfnoob:

dream on Brian. Yu aint lived.

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I have replaced in the region of 70 'K series head gaskets, on various Rover, Land Rover, MG & Lotus, and on not one single of these jobs has there not been an underlying cause, i.e. knackered radiators/ water pumps/ wrong type of antifreeze/ no antifreeze, corroded steel pipework etc etc etc, the fact of the matter is looked after, there is no reason why, this particular engine should be any worse than any engine for that matter, & given my previous personal experience of the LPG powered K, was the reason I didn't buy a L series, or TD4, instead choosing a 1800, and converting it myself!!
There you go somebody who doesn't slate the K, amazing eh?
Brian

:yawn:

yes i would agree the 1.4 k is a damn good little engine, then they started playing with bore sizes etc and as is usual started pushing the tolerances above their limitations, yes there are some that survive, but they cannot be considered a bombproof engine.