CountryPhoon

Anyone got any update on this topic? How their conversion is working out - mileage / HP / any problems? Anyone know who is doing Liquid injection LPG conversions in Sydney - with T experience? Thanks and cheers,

Hey Mal - That gas set-up going yet??????

Hey Mal K.... Any progress to report?????

My last entry in this thread provides some additional technical info: http://www.fordxr6turbo.com/forum/index.ph...mp;#entry702569

An interesting post from another Forum: Gday Guys, I am the Australian LPG Warehouse's Managing Engineer. The Liquid Injection system you are discussing above is made by Icom and developed for Australian vehicles and conditions by us. We have been doing extensive durability testing and development on the system (Called JTG) over the past year with great results. We have been developing emission compliant kits for the most common vehicles first. On that list is BA/BF sedan, Territory 1&2, Expensive Daewoo 5.7lt sedan and Expensive Daewoo 6lt sedan. We have given our first training session on the JTG liquid injection system to our first group of installers with positive feedback. As the demand for this system is huge, we have made a decision to only supply to the first 2 groups trained for the first 6 months. To be a certified installer of this product the installer must first attend the training and have the appropriate tooling as the technology is quite different to traditional systems. Just to cover a few topics discussed above. The system has no requirement for any injection timing strategies. Full control of the system is via the factory engine management system. This is quite different to standard vapour injection systems as they need to manipulate the injection pulse with due to pressure, temperature, and flow issues. The JTG controller is only there to switch the pulse from the petrol to lpg injectors and control the LPG pump. The system is quite similar to a petrol system. The cylinder has a pump integrated that pushes the LPG to the injectors common rail. This is then ran through a pressure regulator similar to a petrol regulator and fed back to the tank via a return line. The pressure is kept 3 bar over tank pressure. The injectors deliver liquid LPG directly into the manifold via a small tube. This is installed much the same as vapour injection. A hole is drilled in the manifold as close to the petrol injector as possible and a nozzle is taped in. The difference is that the liquid is passed through a small inner hose that is inserted into the nozzle. An outer hose is then placed over the smaller hose and onto the outside of the nozzle. The injector is made by Siemens specifically for the JTG system. The flow of this injector is matched to the flow of the petrol injector via a calibration tip inserted into the housing. This is all developed by us before the kit is sent out. We measure the flow of the petrol injector for each vehicle type and then select the appropriate calibrator and injector combination. This is then tested for power, drivability, economy and Emissions. Once we have a final match, this system is then sent to the emission lab for certification. The end result is a complete kit with laser cut brackets, plug and play wiring and ready to bolt on and drive. We have seen huge fuel savings and power gain using this system. The fuel usage using JTG is within 5% of petrol unlike vapour injection which is only within 20%. This makes it a very viable option. As with all technology it is more expensive than its predecessor. However it will only be from $300 to $400 more per kit depending on the vehicle. This is well made up for in the 15% benefit over vapour injection economy. The system can run as straight gas or duel fuel. The only issue with straight gas is that there is a delay of 3 seconds before start up. JTG requires a purge of the supply and return lines before start up. This is to remove any vapour from the lines. On duel fuel systems this is set for about 30 seconds. The system during this time will run on petrol while it circulates LPG. After this time it will then switch to LPG by itself. Straight gas vehicles have this purge time set at a minimum. The system cannot be upgraded from traditional systems as mentioned above. The cylinder has an integrated pump and uses a return line (This pump however can be accessed). The fill line in the JTG system also has a filter. This is to stop any contaminants affecting the pump. The filter can be replaced and we set an interval of 50,000km. Our JTG system was not derived from a truck system and has been througherly tested both in Europe and Australia. In fact over 30,000 vehicles already have this system. Ford, Subaru, and a list of other manufacturers are also using this system from factory. Our website is alpgw.com.au. At the moment there is no reference to out JTG liquid injection system as it has only just hit the market. It will soon be populated with all the information you require but in the meantime you can have a look at Icom’s site (The component manufacturer). They are at icomitalia.it/lang1/index.html. I will also soon post some images on this forum.

So Mal - Any update on progress??? Cheers Chris

Driving in Sydney downtown - a dude pulls out of a side-street in a stock Falcon, in a hurry and cuts me off. So I catch up to him at next set of lights, pull in so close to him in the next lane that my side mirror hooks on his and pulls his completely off - wires break and all falls on the ground and my rear wheel crushes it.. He gets out first - and then shows me his badge; an undercover copper.... Drug squad dude...

I currently have both a Ford Ranger diesel and Mitsu Triton V6 on the farm. The Ranger has done 43,000 ks in a year and is great to drive - and cheap to run - and good build quality. The Triton is nowhere near as good. Ive also had Hilux before and driven the latest - but right now Ranger wins the race.. by a country mile.. Cheers

MJK - Your story here is getting real interesting; at 60c a litre for gas, even with using 30% more than unleaded - it becomes a very viable alternative for those of us doing a lot of ks.. The dyno part of your story, when you get there, will be especially revealing! Cheers, Chris

I did 37K in Ba Phoon in 14 months; 32K in Bf Phoon in 10 months; currently doing 40K a year in the Ranger ute - and 180 km/hr in the 'plane !

How about us poor buggers in the bush: 30c more than ULP for diesel. And 45c more for Avgas!

So where are all the reports from F6x owners????

How important is rim offsets? I thought with AWD that the offsets have to right or can stuff up handling and load up drivetrain(?)

Any clues on where in Sydney is a good place to go to get the sort of mods that Grudgee has done on a TT? Also, is 250RWKW gonna cause problems with the AWD drivetrain over time? Cheers, CountryPhoon

Hmm - This could be interesting.... BLOWN MONARO BRIT HOLDEN’S British affiliate Vauxhall has released a supercharged version of Expensive Daewoo Special Vehicles’ VZ-Commodore-based Monaro in the UK. In this limited edition, known as the Monaro VXR500, the forced induction increases power for the familiar LS2 6.0-litre V8 engine from 403PS (297kW) to 500PS (368kW), while torque increases from 530Nm to 677Nm! Performed in the UK, the conversion includes a “positive displacement” Eaton supercharger, upgraded fuel system and clutch modifi cations. Vauxhall claims the £35,995 ($A89,198) VXR500 should have a sub-5.0 second 0-60mph (96.5km/h) time. HSV told GoAuto this week that there were no plans for a blown LS2 VE-based E Series sedan to be sold Down Under – but watch this space.