Gearbox ecu and engine ecu reflash in progress now! Range Rover-less at the moment - Pining!

I believe there are multiple engine ecu's, so confirme the engine ecu upgrade includes the 'power control' ecu. 
Gone - Range Rover Supercharged 2006

Well, initially I thought it hadn't work, after 15 minutes there appeared to be a couple of harsh changes, however I then drove it for another hour trying to get it to show a fault, and not a thing. Only thing I noticed is that when the LPG was low going up a hill I managed to force it to go onto petrol under extreme load, however the LPG installation may still be bedding in. In reality I'll never really drive it like that, and I'm happy to use petrol if I do feel the need.

So the upshot is, no engine light, no warnings (touching wood like crazy).

So I guess the next few days will tell.

Difficult to see how a software reflash could 'mask' a problem. Unless Range Rover adjust the parameters over time to reflect the fact that cars will have a lot more miles on them.

Fantastic to have my Supercharged without any faults at last (apart from drivers lumbar adjustment). After giving it a really good thrash, topped up with LPG, managed to squeeze in £28, which had covered 114 miles. So 460 miles would be £112. Realistically I should be able to get at least 250 miles out of a tank on that basis, so could see around 500 miles for £120. Range Rover-less at the moment - Pining!

Great news!

I used to find when the gas level was low and you took a LH bend swiftly (exiting a round-about) that you could lose the gas supply and it switched to petrol. This is because the gas supply valve was on the LH side of the tank and the liquid gas moves around when the tank is low. It can also happen when going up a hill when the tank is low.

http://www.flickr.com/photos/60112036@N02/5489782885/ Range Rover-less at the moment - Pining!

best advice is to NOT i repeat NOT get a supercharged rangerover gas converted at all. 30000 miles maximum and it will have valveseat recession. also trying to fit flashlube doesnt work because of the blower on the top of the motor. it just blows it back out. the only way round is to pay for the initial conversion and then when the valves wear out then bite the bullet and buy 2 new lpg heads from jd engineering and get a rangerover specialist to fit them. they are about 3500 for the pair !!!! THEN your sc will be absolutely fine..........

The problem with engine lights on the supercharged engines are it detects low fuel pressure on the DENSO ecu. And brings the light on. I know there are ways around this with the BRC kits and I believe the PRINS kits. But unsure on the others.

On the cheaper gas kits, I would be concerned about the amount of gas getting into the engine.

I assume the supercharged engines have the ZF6HP gearbox? Same as Audi and BMW. Common problem is the 1-2 or 2-1 shift and is a simple software update. Also is the honking noise under hard accelleration (Simple fluid change and filters). All ZF's need PROPER fluid changes. Keeps them running perfectly. Ensure filter is done though and sump off is done. Most main dealers do not do this, they have a machine which doesn't do as good job (From what I have seen). Used to have:
2005 FFRR 4.4 Vogue - BRC LPG Conversion & Remapped

Now have:
2008 SSRR 3.6 TDV8 - HSE and plenty of toys

dj_ad1200 wrote:

best advice is to NOT i repeat NOT get a supercharged rangerover gas converted at all. 30000 miles maximum and it will have valveseat recession. also trying to fit flashlube doesnt work because of the blower on the top of the motor. it just blows it back out. the only way round is to pay for the initial conversion and then when the valves wear out then bite the bullet and buy 2 new lpg heads from jd engineering and get a rangerover specialist to fit them. they are about 3500 for the pair !!!! THEN your sc will be absolutely fine..........

Out of interest - do you actually own a Range Rover?

Or do you just come on here to slag off LPG conversions, and the companies that do them? 

dan_uk_1984 wrote:

dj_ad1200 wrote:

best advice is to NOT i repeat NOT get a supercharged rangerover gas converted at all. 30000 miles maximum and it will have valveseat recession. also trying to fit flashlube doesnt work because of the blower on the top of the motor. it just blows it back out. the only way round is to pay for the initial conversion and then when the valves wear out then bite the bullet and buy 2 new lpg heads from jd engineering and get a rangerover specialist to fit them. they are about 3500 for the pair !!!! THEN your sc will be absolutely fine..........

Out of interest - do you actually own a Range Rover?

Or do you just come on here to slag off LPG conversions, and the companies that do them?

BigJ wrote:

The problem with engine lights on the supercharged engines are it detects low fuel pressure on the DENSO ecu. And brings the light on. I know there are ways around this with the BRC kits and I believe the PRINS kits. But unsure on the others.

On the cheaper gas kits, I would be concerned about the amount of gas getting into the engine.

I assume the supercharged engines have the ZF6HP gearbox? Same as Audi and BMW. Common problem is the 1-2 or 2-1 shift and is a simple software update. Also is the honking noise under hard accelleration (Simple fluid change and filters). All ZF's need PROPER fluid changes. Keeps them running perfectly. Ensure filter is done though and sump off is done. Most main dealers do not do this, they have a machine which doesn't do as good job (From what I have seen).

bozmandb9 wrote:

BigJ wrote:

The problem with engine lights on the supercharged engines are it detects low fuel pressure on the DENSO ecu. And brings the light on. I know there are ways around this with the BRC kits and I believe the PRINS kits. But unsure on the others.

On the cheaper gas kits, I would be concerned about the amount of gas getting into the engine.

I assume the supercharged engines have the ZF6HP gearbox? Same as Audi and BMW. Common problem is the 1-2 or 2-1 shift and is a simple software update. Also is the honking noise under hard accelleration (Simple fluid change and filters). All ZF's need PROPER fluid changes. Keeps them running perfectly. Ensure filter is done though and sump off is done. Most main dealers do not do this, they have a machine which doesn't do as good job (From what I have seen).

Thanks for your constructive feedback BigJ, always good to hear from somebody with real experience of these things.. The codes coming up are lean running on both banks, however they'll come up on petrol as well as gas, and with all the ecu's connected it appears to show that the codes are erroneous (i.e. it appears that they come up when you can see that it's not true). Also EML was on before the conversion.

Great advice about the gearbox, the supplying independent dealer got the oil changed, and it's been right as rain ever since, but perhaps I should get it booked in for a full oil and filter change just to be sure. I don't know what was done, and I guess it's always as well to get the oil changed twice anyway since you'll only ever change 75% of the oil at best!

Would Romano be one of the cheap kits you would be concerned about? It seems to be great most of the time, but I need to go back to the installer since I have an occasional flat spot at around 4k revs under full load.

I've been running LPG for years. I love the stuff, it's absolutely great and saved me a fortune over the years. Interesting on the lean running on both banks. Do you have the exact fault codes? Might have a look through a flash dump to find the error codes. Shame it isn't a Bosch ECU, I can program out most error codes as needed.

Agree 110% about a second change. You can never get all the oil out the box as the torque convertor holds a couple of litres. So do it again and it will help it immensely. The filter should be changed, as well as the sump cleaned. Depending on what version of the ZF6HP box you have as well will depend if you have a metal or plastic sump. If you have the plastic sump it is well worth getting the metal sump from ZF as they are prone to cracking. I know the early BMW's have plastic sump whereas the Audi's have metal. On the Jag/RR engines i'm not 100% which ones it will have.

Romano is a long established LPG brand but I didn't rate it on my Audi S8 4.2.... But the kit I had on was at least 4 years ago so likely moved on since then. I found the quality of the injectors wasn't as good as others but all in a good all round kit. The flat spot does it occur on petrol as well? I would be tempted to say your MAF might be failing slightly or the gas pressure is low. But if the gas pressure was low, it would likely tick back to petrol.......

Good thing about Romano I found it to be fault free, but couldn't supply enough gas at the higher RPM for the S8 engine. I suspect though the wrong kit was fitted to my S8 (Too small....)

I won't lie and you have probably noticed by my posts my favourite kits are BRC. But that's purely from my experience. I won't ram my opinion or my preffered gas kits at anyone promise!! Everyone has their own reasons and I respect everyones own opinions  Used to have:
2005 FFRR 4.4 Vogue - BRC LPG Conversion & Remapped

Now have:
2008 SSRR 3.6 TDV8 - HSE and plenty of toys

Just took the car out, no flat spot on petrol. On gas under hard acceleration it seems to 'choke', funny thing is, if I kick down it may occur at higher revs, maybe 5.5k. After I prompted the problem tonight, it went onto petrol, and wouldn't go back again until I turned off the lpg, and turned it on again.

Last time I took the car in, they took me out for a test drive precisely to avoid this, i.e. we went for a high speed run/ hard acceleration, with all the gubbins attached, to ensure that the trim was right. Range Rover-less at the moment - Pining!

bozmandb9 wrote:

Just took the car out, no flat spot on petrol. On gas under hard acceleration it seems to 'choke', funny thing is, if I kick down it may occur at higher revs, maybe 5.5k. After I prompted the problem tonight, it went onto petrol, and wouldn't go back again until I turned off the lpg, and turned it on again.

Last time I took the car in, they took me out for a test drive precisely to avoid this, i.e. we went for a high speed run/ hard acceleration, with all the gubbins attached, to ensure that the trim was right.