Engine: 2.3 Carb B23A/B230K: LPG conversion

[Patrick Garland]

I was wondering if anyone knows whether the 2.3 engine in a 1989 240DL is a suitable candidate for conversion to duel fuel. I have a V70 at the moment with duel fuel. It can run on LPG or petrol and is, to my mind, quite a good system. It makes the cost of running it lower and can be easily switched between the two whilst driving with virtually no noticeable change over. Just wondering if an older engine like that found in the 240DL is suitable for such a conversion. One garage I rang said something about the fact that it may not have 4 injectors and would make the conversion more difficult and not be as efficient. Not being technically minded this is all a mystery to me so thought I'd throw it out in case anyone else knows. Thanks in advance.

[classicswede]

A 240 of that age will have no electronic injectors

If a B230K then it will be a twin choke carb. If B230E then its mechanical injection.

Conversion of non EFI engine is normally done with a mixer so works on teh same principle as a petrol carb. Fuel consumption is not as good as with a EFI engine but still a significant fuel cost saving. These older engine are better suited to LPG than the newer V70 mechanically but the fuel system of the v70 gives better drivability

[Clifford Pope]

I ran a 240 with a mixer LPG system for a number of years. It had already been converted when I bought the car.
My verdict was:

1) The fuel economy was certainly worthwhile. It gave an equivalent "fuel consumption" on a cost basis as if the car were doing about 45 mpg.

2) The mixer system was temperamental until finally set up and adjusted correctly. The main drawback was a tendency in certain circumstances to "pop back" in the inlet duct, risking destroying the convoluted plastic pipe. Switching over to gas required timing - it was best done when the engine was freely revving, not under load.
A vital improvement I made was to re-route the air intake to the engine-side of the radiator, as the ram-air effect in the normal position encouraged blow-back and caused uncertain running in gusty winds.

3) It was susceptible to icing-up when cold, and did not run well. It was best to start on petrol and switch over after about half a mile. Timing the point of switch-over was important - never switch on over-run or when pulling.

4) Spark plugs needed a smaller gap, regular cleaning and re-setting, and replacing at 10,000 miles regardless.

5) I inherited a small tank, but cleverly housed in a slot cut in the estate's rear underfloor locker. This needed an exhaust re-routing, but left the interior storage intact. A better location would be a toroidal tank in the spare wheel locker - but then you'd have the wheel loose in the back or be dependant on run-flat tyres.

5) Convenience of LPG outlets is crucial, but then you'll know that. My commute to work had only one garage selling LPG, which exploited its position by being very expensive. When it closed I gave up LPG anyway.
This was made worse by the small tank. Long trips required planning, my observation was that outlet numbers were dwindling.

Conclusion - worth having if your car comes ready-converted, but not worth doing if you have to pay for it yourself. It comes down to your annual milege - I was doing 30,000 miles pa then.

[Patrick Garland]

Thanks chaps for all that very useful information. Going to have to think hard about this one. Decisions, decisions !

[timetrip]

I have a 1990 B230 F saloon which was converted 10 years ago this month and not had any problems to mention as i have it serviced every 2 years..it is the BRS SYSTEM....john form cargas in Fenton stoke on Trent...great chap...

[mentepazza]

Same here mate. B200E lpg converted.
Since there is no electronic ignition you have to make a decision between running smooth on lpg or Petrol, you can’t have both.
I run petrol for 10 minutes then switching to lpg. Car converted to lpg in 1995.