5SPORT

I bought a 7 series and don't regret it. The 5 is still in the family and I get to see her every week and it she still makes me smile every time. Worth keeping hold off unless you're buying a 7

Had a rear spring snap on my 7. Seems to be a regular thing no matter which series.

https://www.newtis.info/tisv2/a/en/e60-530d-lim/repair-manuals/51-body-equipment/51-71-gaskets-loose-body-components/C13wOtC ^ Have a read through and do the preliminary tasks first. The above link is for a 530d

Hmm, the only other issue i had with knocking noises turned out to be a front shock absorber but those noises did not come from under the dash. The noise under the dash whislt driving (for me) was all to do with the strut brace... I know you you've checked the bolts and they're tight but have you tried grabbing hold of the bar when its fully exposed and rock the car from each side. That's how I narrowed it down to the bulk head ones. Had to swap all mine out in the end as they kept on loosening up. Car is still in the family and no re occurrences since.

^ It was those very ones (bulkhead ones) that caused the noise in my E60 Back in the day, I reckon I could remove the associated covers in around 5 minutes

Nailed it me thinks

and some science information here: https://www.sciencedirect.com/science/article/pii/S1110016815000162 To save you reading it all, below are the conclusion(s) 6. Conclusions Studies carried out by the various scientists showed that use of LPG in the diesel engine as dual fuel operation is one of the prominent and effective measures to overcome the fossil fuel scarcity and exhaust emissions. The performance, combustion and emission characteristics of the LPG diesel dual fuel engine have been reviewed from the various experimental studies and indicate that the part load characteristic can be improved by optimizing the engine operating parameters and design factors such as engine speed, load, pilot fuel quantity, injection timing, intake manifold condition and intake gaseous fuel compositions. The following conclusions are drawn based on the present work on an LPG–diesel dual fuel engine. 6.1. Effect of engine load • LPG–diesel dual fuel engines suffer from the problems such as poor brake thermal efficiency and high HC emissions, particularly at low load conditions and improved brake thermal efficiency at higher loads. • Poor part load performance and emissions can be improved by modifying the intake charge conditions by various methods. • However, increase in diesel replacement NOx emission decreases at part loads and PM drastically decreases for all operating loads. • Dual fuels experience higher noise levels compared to single diesel fuel as the load is increased by increasing the LPG fuel with fixed diesel flow rate. • The combustion duration in the dual fuel mode is higher than diesel values at low outputs because ignition delay is high. However it is lower than diesel values at high outputs. 6.2. Effect of engine speed • Increasing the engine speed reduces the combustion noise for the dual fuel engine. • Increasing the engine speed resulted in a thermal efficiency improvement and its cyclic variation. • pressure raise rate decreases with increase in engine speed and is higher than that for diesel case. 6.3. Effect of pilot fuel quantity • Increasing the pilot fuel quantity increases the torque output, thermal efficiency and maximum pressure. However the combustion noise generated is greater than pure diesel mono-fuel case. • Use of high pilot quantities is very effective in reducing HC and CO levels at all outputs. • The increase in NOx emissions with increasing amount of pilot fuel was attributed to increases in the maximum temperature of the charge. • High pilot diesel quantities have to be used at low outputs to ensure proper combustion of the gaseous fuel. As the power output increases the pilot quantity has to be reduced to control rapid combustion and knock. 6.4. Effect of injection timing • An improvement in brake thermal efficiency is achieved by advancing the injection timing and smoke opacity, HC and CO emissions decreased. • For the advanced injection timing, peak temperature increases; hence, NOx emission will be higher and also the reduction of HC and CO emissions was observed due to increase in temperature. • Advancing the injection timing of pilot fuel increases the overall engine’s noise level and the combustion noise level. Dual fuel cases are showing higher levels of noise compared to the diesel fuel especially at early injection timing. 6.5. Effect of intake manifold conditions • As the intake temperature increases at any given output the ignition delay reduces with both diesel and dual fuel operation. • Increase in the intake charge temperature results in improved brake thermal efficiency and reduces the HC and CO emission. • Optimum EGR flow improves brake thermal efficiency and reduces HC levels particularly at low and medium outputs. • The rate of pressure raise is marginal for all EGR percentages at part loads; however the rate of pressure raise reduces significantly at higher loads. 6.6. Effect of compression ratio • Higher compression ratio below the level of knocking, improves the engine overall efficiency with higher levels of combustion noise generation. • Increasing the compression ratio while using LPG in dual fuel mode leads to excessive combustion noise and cyclic variation at high loads in addition to loss in indicated mean effective pressure. 6.7. Effect of varying the compositions of the gaseous fuel • Variation in LPG composition causes a variation in the exhaust emissions, the exhaust gas temperatures and the fuel conversion efficiency in dual fuel operation. • LPG with butane content 30% was the best LPG blends in a dual fuel operation since the overall engine performance was equivalent to the conventional diesel engine except that at part loads. • Use of hydrogen and LPG as secondary fuel enhances the brake thermal efficiency at high load conditions while it produces reverse effect at low load conditions. • A mixture of hydrogen and LPG as secondary fuel reduces the un-burnt hydrocarbon, NOx and smoke at higher load conditions.

Fair comment and makes sense

Bored at work and started googling LPG conversions on diesel engines. Anyone had it done?

Moved from Bosch to Valeo and have to say the Valeo ones are much better

Check here for good prices on Fuchs oil: https://www.ebay.co.uk/i/323055210214?chn=ps&norover=1&mkevt=1&mkrid=710-134428-41853-0&mkcid=2&itemid=323055210214&targetid=1048798169712&device=c&mktype=pla&googleloc=1006959&poi=&campaignid=6744139836&mkgroupid=90988650680&rlsatarget=aud-629407027145:pla-1048798169712&abcId=1139126&merchantid=113572833&gclid=EAIaIQobChMI5ouz_8up5wIVQuDtCh0cmwTMEAQYASABEgIAr_D_BwE

It is one unit with the CAT situated at the front closed to the turbo but, it can be left in with the just the DPF being chiseled out.

This thread may help: https://cartechnology.co.uk/printthread.php?tid=42367

Ahh yes many thanks, think they've featured on Car SOS in the past.

Sounds like a plan, thanks A bit too far for me