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Pic pics. BTW, Landi is short for Landi renso, not landrover...
frank horton
V twins are great but 4"s rule.........
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minimutley.....interested in what ya know about this LPG injection kit, from the horses mouth as it were...ta
Well there's the old type, intended for carburetted engines, where the vaporiser provides gas at just below atmospheric pressure. the carb(s) need to be fitted with venturis - badically restrictor rings, with gas supplied to the inside of the ring, holes on the inside edge, all around. Engine air is sucked throgh the ring, low pressure created inside the ring, sucks the gas in. If I recall I have a v8 kit here. This type needs the petrol pump to switch off, carb empties, driver switches on the lpg solenoid. They were prone to causing inlet manifold explosions with weak mixture backfires, loss of engine power due to the restrictors and the lpg giving slightly less power.
The gas injection type - piggy back ecu, "reads" the cars injector signals and fires a set of gas injectors (solenoids) one in each manifold leg. The ecu must also switch off the petrol ecu, so this type takes a bit of wiring. The vaporiser supplies gas at a much higher pressure. It also can be "mapped" to compensate for injector sizes, accelleration fuelling and switch on temperature. Both types must be fed with hot coolant via the heater circuit, sometimes this can be fraught with issues.
My MGv6 was a pig to fit due to lack of room for the vaporiser, and once fitted, the reccommended piping - parallel with the heater, which was converient, ran cold when the heater was on. I ended up piping it in series - many hours and skinned knuckles. Once fitted it worked well, the two issues I had over 6 years - gas solenoid coil went o/c, and the vaporiser diaphragm holed itself. Oh, some engines need a valve saver to protect the valves from picking up seat metal and destroying themselves. Luckily my kv6 didn't, 140,000 miles later it was still like new.
The gas injection type - piggy back ecu, "reads" the cars injector signals and fires a set of gas injectors (solenoids) one in each manifold leg. The ecu must also switch off the petrol ecu, so this type takes a bit of wiring. The vaporiser supplies gas at a much higher pressure. It also can be "mapped" to compensate for injector sizes, accelleration fuelling and switch on temperature. Both types must be fed with hot coolant via the heater circuit, sometimes this can be fraught with issues.
My MGv6 was a pig to fit due to lack of room for the vaporiser, and once fitted, the reccommended piping - parallel with the heater, which was converient, ran cold when the heater was on. I ended up piping it in series - many hours and skinned knuckles. Once fitted it worked well, the two issues I had over 6 years - gas solenoid coil went o/c, and the vaporiser diaphragm holed itself. Oh, some engines need a valve saver to protect the valves from picking up seat metal and destroying themselves. Luckily my kv6 didn't, 140,000 miles later it was still like new.
Bobupndown
What could possibly go wrong?
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Sounds like a recipe for unreliability 
Unreliable , and LandRover ,,, now theres a couple of phrases you dont often hear together.Sounds like a recipe for unreliability
LPG landrovers wouldnt pull a soldier off your sister ,,,
but they do run cheaper , on the odd occasion they do run at all ... I ofetn think that if lpg was that good it would be a factory option ,,, not here it wasnt.
Sadly that is because most of the time they aren't set up to achieve the best results.
I ran a 3.9 Classic Range Rover as my daily for a few years, did over a 100K on LPG. I used to regularly talk to people who said they would switch to petrol on big hills when towing which I always thought was a waste of time.
Mine is set up so that it actually is better on gas than petrol and I never had any performance issues. Back when these conversions were really common you had people fitting them who had no idea how to set a one up. They stick the gas analyser in the exhaust pipe tweak so it looks right and call it good. You drive it up the road and find it's gutless. I had mine done by a chap ran an identical setup in his own car, tuned it by driving it and it went really well. A few months later a had some running issues which eventually turned out to be small metal debris getting stuck in fuel cutoff solenoids. As the installer was a long way away I took it to a place he was affiliated to. Short story is in 10 mins of "setting it up" they managed to totally ruin the way it drove. I ended up retuning it myself. Went to the Network Q rally one year with a couple of mates who were in an Accord Type R and was able to stay with them most of the time. We pulled up at one point and I had smoke coming out of the wheels, those EBC Green Stuff pads worked real hard that weekend
With mine I was always told to make sure stuff like inlet pipes were not super tight, that way the hose pops off if you get a backfire. I know a chap who had the head gasket done on his Merc LPG, they tightened everything up really well, a few weeks later a backfire smashed his airflow meter and put a big dent in his bonnet.
140,000 miles, 6 years, two issues. Are you serious?Sounds like a recipe for unreliability
And why were diesles suddenly so popualr here? Because Tony Blair gave them loopholes to get cheap (cheaty) tax. Lpg used to get a fiver a year off...
thats going back to the days when diesels got more mpg , and diesel was cheaper than petrol , and more reliable too
non of that counts any more.
They may have been more relliable until the emissions kit and unsuitable sales got into it. Selling diesels to old codgers who did 4,000 miles a year, at 40mph was never a good move. Haven't met a Fiat Doblo owner yet that didn't tell me his car did 55mpg.
Just ask them ,,,, '' how often''
