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P38/Wilbur,
I reckon you're right - it's probably a typo and I got lucky for once:D
I've checked in the workshop manual as well as the handbook and it clearly says 3500 not 3050. It could be wrongly spec'd on their database. Worth a "subtle" enquiry.
I'm not sure if it's any help/use; but I did a comparison of all different year models of Defender 130's on carsales.com.au, and found that the 1996 single cab is listed with a GVM of 3050kg. All the rest are 3500kg. I think that listing is likely to be a reflection of the error!
:)
Geoff
Interesting!
I know the current defenders with the Puma motor are rated at 3050kg 130 dual cab.
I suspect this may be caused by the the rover diff being used and not the Salisbury.
Why did they change in 2002....is Salisbury still making diffs.
My 1994 130 dual cab is rated at 3500 kg and was OK to to get a rebate went I checked a year ago.
I am a LPG vehicle fitter, but am doing industrial vehicles.
I was checking this out myself for my own vehicle.
I learnt the hard way when I converted my 101 landy to gas thinking I would get a rebate as the vehicle weights about two tonne and has a one tonne payload from the factory and is stated in the hand books for the vehicle.
All was going well when I showed the RTA the vehicle and factory books.
Just by chance the RTA inspector found a plate on the vehicle .......GVM of 3650kg.........what?
It turns out the Aussie 101s were up graded GVM wise for the Aussie army.
Bugger!
Aussie 101s are legal for 1.5 tonnes.
To get get around the problem was to get a engineers cert and say I changed the tyres to cheaper ones with less carrying capacity.
I havent worried is the fitting was done by myself and used second hand parts so the whole deal didnt owe me that much.
Im told the minmum cost for the engineers cert would have been 200 dollars?
Just checked the rego papers for my '96 130 and it says GVM 3500.
Funny, when I read the post saying 3050 I was sure that my original papers said 3050.
Cheers
Simon
You still ge the rebate of $2000 no matter how much it costs to fit and whether you use second-hand or new parts.Quote:
Originally Posted by 101 Ron
It's worth spending $200 to get the certificate.
You can always re-certificate it afterwards. :angel:
Hi Justin,Quote:
Originally Posted by justinc
From the web, it looks like the Ecoshot is very similar to the D-gas system in that they both rely on injecting gas at a rate proportional to the manifold pressure generated by the turbo.
D-gas claim to pull out the LPG in 'liquid' form, and they inject the gas after the turbo not before.
I don't know what difference this makes in the real world - do you have any comments please?
Thanks,
Paul
This was some time back, and the systems Diesel Gas Technologies were pedalling were basically pre turbo diffuser type controlled by an ECU and throttle potentiometer. They relied completely on a user/ installer MAP loaded on via laptop, and were rather crude. Ecoshot is directly proportional to boost therefore demand in a turbo diesel, and is beautifully simple as such. No electronic control, and easily adjustable with a spanner!Quote:
Originally Posted by Wilbur
I think the new Diesel Gas Technologies sequential injection system is the one you just mentioned. I haven't played with this one, and it does actually sound efficient but still overly complex to add to a non electronic controlled turbo diesel engine IMO.
(EDIT: Paul, I just Googled it to find that Dgas isn't the same as Diesel gas Technologies!!! I suspected that we weren't talking about the same one!. Dgas is QUITE different, and I definately DIDN'T fit their systems. They look interesting, I'll check them out a bit more closely now...Sorry for the confusion! I'll go back and ammend my first post now)
And just to answer your question, I would suggest injecting AFTER the turbo is far better, as you also don't have a compressed mixture of LPG and air circulating through an intercooler etc on its way round to the inlet manifold.
JC
You do realise they are talking about a DIESEL gas conversion and not a regular petrol dual fuel conversion ?Quote:
Originally Posted by dandlandyman
Even if its for dual fuel conversion for a petrol engine or a diesel gas conversion, the same criteria are used to get the grant.Quote:
Originally Posted by loanrangie
An eligible vehicle:
http://www.ausindustry.gov.au/content/level3index.cfm?ObjectID=D47685C8-0B0B-459C-B07A2EFBDB3D4AF7&L2Parent=AEB901E5-7CB8-4143-A3BF33B2423F9DA6
- Is for private use (not commercial or business use)
- Is a passenger or light commercial vehicle less than 3.5 tonnes Gross Vehicle Mass
- Must be registered in the Australian state or territory of residence of claimant
- Is not subject to a novated lease or salary sacrifice arrangement
- Must be registered for private use in NSW, VIC, QLD, WA, and the ACT
- Must be declared for private use if registered in SA, TAS and NT
- must have been converted or purchased within the last 12 months.