mad-as wrote:
the only electric vehicles that we will be driving in the future will be mobility scooters , might convert mine to petrol , who wants a race?
Been done and has to be done again..... https://www.youtube.com/watch?reload=9&v=i2D2fP6yBzU
I don't care about it. I'm getting paid whether I'm sitting in traffic or going round in endless circles looking for somewhere to park..If I get a job in EC, it can take me at least 2 hours to get there, another half hour to find somewhere to park then 2 hours to get home again. So that's 4.5 hours out of a 7 hour working day meaning I only have to do 2.5 hours work.......
Yes, you are misreading the values that you see. The Idle speed is idle speed reference so it is at 625 rpm and that is the target idle rpm that everything else adjusts to maintain it at that. The next one down is the IACV and will show a number between 0 and 200, which is the number of steps it is open and not a percentage. It is this one that you can alter using the idle screw so it is between 20 and 30 at warm idle. The others are learnt values that the ECU uses to correct for tolerance variations in components, fuel pressure, etc.
Some London Borough's, and the number is increasing all the time, load the parking charges for diesels too. For me to go into Central London in my works 2015 Renault Kangoo van costs £10.50 Congestion Charge, £12.50 ULEZ charge (as it's only Euro 4, Euro 6 didn't come in until 2016) and then a minimum of £6 an hour to park the pile of crap. Not sure how they can justify charging someone extra to park it when they are already paying extra because of the emissions. At least when it's parked it isn't generating any pollution (other than visual as it's a bloody ugly looking thing too).
Exactly. I once read that the lowest polluting vehicle of them all is the Mk1 Rolls Royce Silver Shadow. While it may have a 6.75 litre V8 in a 2 tonne car, it is so well made that will last for years so any pollution generated in producing it and running it, is overshadowed by the fact it will last hundreds of years (well, nearly) before more pollution is generated in disposing of it.
Unfortunately you are applying common sense and logic......
Confused me for a moment there, talking about lambdas being at 10%, then realised you are talking about the short term trims. Lambdas should be flicking between 0 and 5V (although in reality they will often go up as high as 6V). 5V is a weak mixture, 0V is rich, the opposite way round to a 0-1V Zirconia sensor as fitted to the majority of cars. So at idle both banks should be showing Closed Loop with the lambdas flicking between 0 and 5V.
In Open Loop condition the short term trims should be 0%, default for the programmed fuel map. 39% would show adding extra fuel which may have something to do with your hot start problem. However, don't forget that once it has completed it's learning the long term trim will adjust to offset any wear or variation so the short term can move either side of 0%.
I don't follow your comments on the IACV at all. What do you mean by long and short? At idle it should be between 20 and 30, which are steps over closed, 0 being fully closed. You adjust it using the screw that is directly above it on the throttle body (that once had a blanking plug in it). Air through the passage to it can also be drawn in through the pipe from the purge valve. Now that might be relevant as the purge valve opens to dump excess petrol vapour into the inlet but only when running at speed. If the purge valve is opening when you try to start it, you could be getting a big dollop of petrol vapour being dragged in. Check that it seals and maybe try unplugging it.
I registered a 2015 Bentley Continental GT Speed that had originally been supplied to Russia with DVLA. That involved an IVA test and as the emissions aren't checked (other than to MoT standards) at the IVA, there were no emission details shown on the V5. It was subsequently sold to a buyer in Holland and the Dutch authorities refused to transfer it to Dutch registration without the emission figures, particularly the CO2 grams per kilometre (the one that dictates how much road tax you pay over here), being shown. I downloaded the UK brochure for that particular model which showed the emissions and asked Bentley to supply me with a letter confirming that the emissions on a Russian spec car were the same as on a UK spec car. That was enough for DVLA to add the missing details. But of course that relies on being able to get the figures from the manufacturer. If Nissan won't issue a letter, then you are stuffed.
If imports are no longer exempt that means that when it was called the T Charge a lack of information meant you were exempt, now a lack of information means you aren't. Unless the vehicle is taxed as Historic, i.e. over 40 years old, so we've got to wait a bit longer before we can use that as a way round it.
Not not quite but not at all. If you read what it says:
"If your vehicle has been converted to run on LPG you may meet the emissions standards. However, the emissions standard of the engine will be considered to be the same as it was before it was converted.
If you have replaced the engine with a spark ignition (petrol) engine as part of an LPG conversion, the emissions standard of the new engine will apply. You must tell the DVLA of this type of engine swap and send us proof that the new engine meets the standards".
So in other words, if you convert to LPG they assume it doesn't make the emissions worse so a Euro 3 engine converted to LPG is still a Euro 3 engine.
There is the alternative of the CVRAS scheme, but that can't be made to apply as
"The ULEZ scheme allows for some vehicles to retrofit emissions reduction technology to meet the ULEZ standards.
Retrofit technologies will need to be certified by the government's Clean Vehicle Retrofit Accreditation Scheme (CVRAS). The CVRAS currently only has emissions reduction technologies certified for buses and coaches, although equipment suppliers can test and certify equipment.
More details on the retrofit accreditation process and suppliers are available on the Energy Savings Trust website"_
Now you try finding out the cost of getting a vehicle tested to ascertain the CO2 emissions. Carbon Monoxide is checked during the MoT but not Carbon Dioxide which can only be done by a very few specialist test houses, like MIRA, and it would be cheaper to buy a new car or three than having one tested.
So the bottom line is that there are NO concessions given to LPG fuelled vehicles.
IAT makes no difference unless it reports temperature above 55 degrees when it retards the ignition timing. Every one I've ever checked has always read low, mine always shows about 10-12 degrees below ambient. Unlike Super4 in Spain who was suffering from a lack of power in hot weather and it turned out that his IAT was reading high so it was backing off the timing (he's now goit a 1k Ohm resistor in place or the IAT which makes it think it is cooler). Low idle could be down to a rich mixture, although normally that will be corrected by the IACV opening up to get the idle correct by adding more air. What is shown by the Nano as the idle figure as 625 rings a bell with me and not 700 like RAVE says it should be. When idling, have a look at the IACV opening. It should be around 20-30 when warm. At idle what does the fuelling display tell you, is it showing CL by Lambda or Open Loop?
Having done an awful lot of research into this in the last few weeks for work, I can answer all questions. As our resident petrolhead, I've been tasked with identifying what vehicles we replace our current fleet with, and believe me, it isn't simple....
As far as the Congestion Charge goes, that is quite simple. You can apply for an exemption (and pay a one-off £10 fee) if the vehicle is Euro 6 petrol or diesel and is capable of at least 20 miles at zero emissions. That means it MUST be either full electric, hydrogen or plug-in hybrid. We've got an office within the CC zone with a pool car kept there. That one will be replaced with a plug-in as currently it cops for the CC every time it leaves the office car park so is costing around £150 a month on CC alone..
The French and German schemes go on date of registration, rather than Euro figure stated on the V5 or equivalent (although they coincide with the introduction dates for the various Euro standards) and type of fuel. A gas powered vehicle automatically gets the same classification as a plug-in hybrid, see https://www.lez-france.fr/en/information-about-the-critair-vignette/the-french-vignette-critair/who-will-get-which-critair-colours.html. That's why I've got Classe 1 on my P38 when if it was on petrol it would be Classe 3.
The next bit is conjecture but I understand from a mate who was considering buying a Jap import P38, that an import, as it doesn't have any emissions details on the V5, is automatically exempt from the ULEZ charge. Or at least it was when it was called the T Charge but it may now have changed. Easiest way to find out if that is still the case would be to put your registration number into the London ULEZ checker at https://tfl.gov.uk/modes/driving/check-your-vehicle-35896. While I don't drive into Central London in my car, it is proposed that the ULEZ will extend to all areas within the North and South Circular roads in late 2020. I keep meaning to write to TFL and see if they would consider an exemption for LPG powered vehicles. Using the French scheme as an example, the fact that there used to be the Powershift Register making LPG powered vehicles exempt from the CC (which I suspect was dropped as it only included a very tiny minority of vehicles) and Sadiq Khan offering grants to taxi drivers to convert, it has to be worth a try.
Having spent and awful lot of time recently research the whole fuel situation for a project to replace our fleet of vehicles, petrol will be around for a very long time yet. Other than a few 'mild hybrids' that use a combination of diesel and electric motors, all of the other plug-in and self charge hybrids use a petrol engine along with the electric motor(s).
Out of town emissions aren't even considered, hence the introduction of the DPF. When driven in an urban environment (which the emissions tests concentrate on), the particulates are stored so keeping the emissions down only to release them when travelling at speed. Which will invariably be out in the countryside.
Sadiq Khan is offering grants for London taxis to be converted to alternative fuel, including LPG, even though, unlike the other European countries that have introduced ULEZ zones, there is no concession here. I keep meaning to email TFL to ask why I'm not being offered an exemption when I'm classed the same as a hybrid in France, Germany, Belgium and Holland. Lets face it, there's 150,000 LPG cars out there according to DVLA yet if my experience with the 5 I've owned, only 1 was shown on the V5 as being dual fuel, so realistically there's probably around 500,000 of us. Compared with 230,000 electric vehicles registered with DVLA at the moment.
There's a couple of holes right at the back on either side that go into the area below the rear light units. One side will have the cable for the towbar electrics going through it (assuming you have a towbar), the other side will have a grommet.
Looking on the Island 4x4 site last night for something else, I noticed that they have both GEMS and Thor injectors in stock and the GEMS ones are actually cheaper.
No Dave, people go quiet because they are pissed off with your rantings. We are all aware of Climate Change, we are all aware that politicians will try to offer platitudes to keep the more vocal quiet, we are all aware that the emissions from motor vehicles have such a minuscule effect on climate change compared with other sources of greenhouse gases, we are also aware that even if a tiny country like the UK stopped all greenhouse gas emissions it would have absolutely no effect whatsoever.
I think the only thing we can do now to bring this to a close is to stop feeding the troll......
I don't know. Some faults are shown as Current, for example blend motors when checking the HEVAC, so even though you can clear them they will come straight back. Not sure I've seen a Permanent fault though.
When you read and clear faults with the Nano, the text of the fault code stays there unless you come out of that screen, go back in and read the faults again.
You want to get into politics, you seem unable to answer a straight question so you'd fit in fine......
Can I ask a simple question Dave? If you believe all of the, selectively researched, reports and consider that Greta is right, should not be ignored and we really must do something about it, WTF are you doing on a forum for owners of large, internal combustion engined, cars?
As said, there have been activists on numerous subjects over the years, some have affected things, others have grown up and realised they aren't going to change the world so have gone on to become normal members of society and just accepted things are the way they are. She may have made a few people think but she's never going to change the world. She's in the same category as the tin hat brigade, just she's managed to get a bit more exposure and credence.
and back on topic, zero emission by 2030, no bloody chance. Anyone that does even the smallest amount of research will realise that the amount of CO2 generated by motor vehicles is only a tiny percentage of that generated in total.
D1000 is just a series rather than an actual part number. From here http://users.erols.com/srweiss/tableifc.htm, it looks like the Bosch ones are 0-280-155-787. If you can find the actual part number for a Lucas GEMS injector, you can compare the specs.
I'm sure there's at least two members up in that neck of the woods but can't for the life of me think who they are...... I'm a bit closer than Rob but not by much.