prometheus

Maybe the extra 2 litres ( in the 72 litres ) is when you count the volume of the pipe going down to the fuel tank , overfill and you will have 2 more litres.

Yeah , the roof lining on my 1996 Camry is sagging as well , especially in the back .... probably from too much heat and moisture as a result of back seat jiggy jiggy , LOL. I went to a repairer in the inner west of Melb where they do car upholstery and was quoted around $400 from memory. Fcuck that , I will keep it as is .... especially as I want to upgrade to a better car in a year or so. If I was to repair the car myself with the right glue , wouldn't it be easier just to use a razor and cut a slit in the roof lining , then use this to get access and spray the area that is sagging ?

The higher the Octane , the more energy the fuel contains , so for the same amount you get more power , therefore often using less to get the same milaeage as a lower octane fuel.

Maybe it depends on the type of LPG system that you install ... Ive seen an older Falcon and VP commodore installed with lpg systems that had an oil reservoir that allowed small amounts of lubricating oil to be fed into the engine to stop excessive wear. The owners of both cars were very happy with what they had installed.

I have a 1996 2.2L Camry and nearly always stick to regular 91 RON fuel , usually from Shell. I don't see the point of filling with 95 RON or 98 RON fuel other than maybe a couple of times a year so as to help clean out the fuel system a bit , and when I have done this , I have't really noticed any difference in improved fuel economy. A couple of times a year I also like to add a fuel additive to help clean out the fuel system and injectors etc, such as Nulon or one of the Wynns products. Anyone else bother doing this ? Also , a little while ago , I think in the Herald Sun there was a story about E10 fuel where they did a test and found that they weren't getting as much mileage out of the E10 fuel as with regular 91 RON unleaded.

FUGLY !!!

I've got a 1996 Carmy 4 cylinder with Dunlop Daytona 195/70 tyres and usually pump them all up to 35 psi. Any higher and the ride gets too harsh and choppy. Going to a lower psi will make the ride more comfortable and soft but have a negative effect on handling and fuel economy.

The Aurion must be due for an update , some time in 2009 perhaps ? Hopefully Toyota improve the series II Aurion , for example either provide a dimmer for the centre console lighting or use a less powerfull globe ; and iron out all the dashboard rattle issues that many here keep mentioning.

^^^ could be worse , you could be living in Sydney.

Just wait a while until its all forgotten and then its payback time. ! Keying a car is a low scum act.

Have you added extra weight to the car ? ..... Lots of stuff in the boot ? What about tyre pressure? ... I pump mine up to 35 psi. Driving more aggresively ?

Once you go over about 60 - 70 klms/ hr , having the windows down WILL affect your fuel economy due to extra wind drag and it is actually more economical to run your air conditioner at that sort of speed. ...Unless you want everyone to be listening to the music you're playing in your car.

Im jealous , I'm driving a 1996 4cyl Carmy and with 90% city driving I get about 11.5 l / 100 klms.

It needs to be pointed out that both the Mazda 6 and the Honda Euro both require Premium Unleaded Petrol while the Aurion will happily run on Standard Unleaded. So , despite the Mazda and Honda being more "economical" due to the smaller engines and power outputs , this is negated price wise because of the extra cost of Premium Unleaded , usually around 10cents per litre more expensive than Standard. I have also heard that the Hondas are expensive with regards to servicing and parts.

Another interesting article on LPG Liquid Injection. THE Australian car industry and Kevin Rudd’s struggling ‘working families’ could soon benefit from a completely new form of LPG technology that improves the fuel economy of LPG cars and significantly improves emissions. Known as LPG Liquid Injection, the technology is said to produce fuel economy for LPG cars that is close to the petrol equivalent for the same car. The exhaust emissions are also said to be significantly better than petrol or diesel vehicles because using liquid injection creates a much more complete fuel burn than using LPG vapour. The imported liquid injection system, called JTG (Just Think Green), is expected to go on sale at LPG conversion workshops in late July. Conversions will cost about $300 to $400 more than current conversions. The early focus will be in Falcons and Commodores before being rolled out to other makes and models. It will be a prelude to the release of Australian-developed liquid injection LPG technology later this year, although that timetable is now in doubt because of the Rudd government’s suspension of the Commercial Ready grants scheme in the May budget. The attraction of the LPG vehicle is that the price of LPG is around $1 a litre less that petrol. Last year, of the 110,000 LPG conversions performed in Australia, around 85,000 were for private motorists taking advantage of the $2000 federal government grant. Most conversions use gas vapour and are dual-fuel – petrol and LPG. These are a compromise because the engine compression ratio can be optimised for LPG. Ford overcomes this issue by optimising the Falcon’s 4.0-litre straight-six engine for gas only and now sells about 30 per cent of Falcon volume as E-Gas-powered. But this engine still suffers in terms of fuel used compared with its petrol equivalent because LPG does not have quite the same zest as petrol and LPG cars therefore have to use more fuel to cover the same distance. For example, the dedicated E-Gas XT Falcon consumes 14.9L/100km compared with the 10.5L/100km for the petrol version. Dual-fuel is even less efficient. A dual-fuel Commodore Omega uses 16.0L/100km compared with the petrol-only engine at 10.8L/100km The holy grail of the LPG industry therefore has been to develop technology that achieves parity with the fuel economy of the petrol engine. The new liquid injection system has closed the gap to just five per cent more LPG used per litre than for petrol. That equates to an estimated 11L/100km if it was fitted to the Falcon. This is a massive breakthrough. Estimates by GoAuto suggest that such a system would save an XT Falcon or Commodore Omega owner about $2000 over 20,000km (see table). The liquid injection LPG technology fitted to the petrol engine of a Toyota Camry Hybrid (using Canadian fuel economy figures as a guide) would, GoAuto estimates, save a driver nearly $2500 dollars over 20,000km compared with a standard Camry. In fact, a driver of such a Camry could cover 20,000km for around $800. The difference between liquid injection and vapour injection is that the traditional system turns the liquefied gas to vapour before injecting it into the intake manifold. The liquid injection system takes the liquid right up to the injectors and these produce a droplet of LPG liquid into the intake manifold just as the engine is sucking in the air-fuel mix. What is clever about this is that LPG under pressure turns to liquid. In fact, a feature of the storage of LPG is that by compressing the gas, 240 times more gas fits into a tank in liquid form than as a gas. The technology does the reverse. When the droplet of LPG liquid is squirted from the injector into the manifold (towards the back of the inlet valve) because it is no longer under pressure it expands 240 times into gas and all but freezes the incoming air - which is ideal for improving power, economy and emissions. All those who remember how well cars with carburettors ran on very cold nights will know that the cold air made the engine run better than ever before with better power and fuel economy. The imported JTG system is being distributed by Melbourne-based Australian LPG Warehouse, which is paying licence fees to the holder of the Australian patents to the technology, LPG-Liquid-Inject Ltd (LPGLI), an unlisted public company based at the Melbourne Docklands Science Park. The chairman and CEO of the Docklands Science Park, John Martin, said his company was waiting for deliveries of pre-production injectors prior to starting production for the Australian market. He said that there could be a delay in getting the local system into the market due to changes by the Rudd government to innovations funding. He said his company was relying on a Commercial Ready development grant of $400,000 from the government to get his local technology into production. He said that the cancellation of the program applied even to companies that had their application into the government 12 months ago. He said there is no program at the moment and the company has been told by Canberra it could be the end of 2009 before any funding could be expected from a new program and that the company might have to issue more shares now that the Rudd government withdrew the Howard government’s innovations initiative. Mr Martin said that he hoped to attract the attention of GM Holden to assist with developing the technology and the engine management system now that Holden has confirmed that it was going to market a dedicated-LPG Commodore in Australia. He said that Holden could use his system since the LPG supply agreement with General Motors and Impco Technologies had expired two years ago. He believed that his technology would qualify for funding under the $500 million Green Car Innovation Fund if it was used by GM Holden, Ford or Toyota to develop and optimise local dedicated-LPG liquid injection engines. LPG Liquid Injection: the PG/Fuel Study: Vehicle Fuel type Transmission Average L/100km Fuel cost/L Average km/year Fuel cost/year Fuel savings vs petrol vehicle Falcon XT petrol Petrol Five-speed auto 10.500 $1.65 20,000 $3465.00 - Falcon XT LPG LPG Four-speed auto 14.900 $0.65 20,000 $1934.02 $1530.98 Falcon XT LPG liquid injection # LPG Four-speed auto 11.025 $0.65 20,000 $1431.05 $2033.96 Holden Commodore Omega Petrol Four-speed auto 10.800 $1.65 20,000 $3564.00 - Holden Commodore Omega LPG dual fuel Petrol/LPG Four-speed auto 16.000 $0.65 20,000 $2080.00 $1484.00 Holden Commodore Omega LPG dual-fuel liquid injection # Petrol/LPG Four-speed auto 11.340 $0.65 20,000 $1474.20 $2089.80 Toyota Camry Altise Petrol Five-speed auto 9.900 $1.65 20,000 $3267.00 - Toyota Camry Hybrid * Petrol/Elec CVT 5.700 $1.65 20,000 $1881.00 $1386.00 Toyota Camry Hybrid liquid injection *# Petrol/LPG/Elec CVT 5.985 $0.65 20,000 $788.05 $2488.95 Note: information based on Australian government tests. greenvehicle.com.au # Liquid injection LPG, assuming five per cent decrease in fuel economy compared to equivalent petrol engine * Camry Hybrid estimates based on Government of Canada EnerGuide Fuel Consumption Guide

Thought I would share this article. Got it from the website http://www.goauto.com.au/mellor/mellor.nsf...A2574D4001F1BBA The chances of an Australian-made LPG-fuelled Aurion gain weight as Toyota eyes Ford By JOHN MELLOR 30 September 2008 THE ADVENT of liquid-injection LPG technology, as well as research showing an increased interest by car buyers in LPG vehicles, looks certain to lead to LPG versions of Toyota's Camry and Aurion on the Australian market within the next few years. While Toyota Australia will not confirm that it will produce LPG cars locally, the company’s engineering and design group under Max Gillard has been given the task investigating the engineering of LPG liquid injection (LI) for the local market. Mr Gillard, who is vice-president and CEO of the Toyota Technical Centre in Melbourne, will also report to management on how long it would take to get the technology ready for sale and what engineering resources will be needed to build the cars at the Altona manufacturing plant. Apart from some local LCVs using LPG, Toyota Australia has long shown little interest in LPG cars and some Toyota senior executives in the past have openly scoffed at the thought of using the fuel in OE Toyotas in Australia. But the abundance of the LPG in this country, the LI technology, a community shift towards LPG as a more environmentally-friendly and lower-priced fuel than petrol or diesel, and moves by both Holden and Ford to introduce single-fuel LPG liquid-injection cars in the next few years has led to a change of heart. The executive director of sales and marketing of Toyota Australia, David Buttner, told a Toyota Environment and Technology Conference yesterday that Toyota Australia was conducting research into LI. But he declined to give details. “We are not blind to some of the opportunities that things like liquid-injection offer,” he said. “There is recognition in the community of these alternate fuels and the benefits they can have to the environment and also to the hip pockets of the consumer.” Asked later by GoAuto if Toyota had been ignoring LPG because it sees a big swing to LPG large cars as a threat to the sales for the upcoming Camry Hybrid he said: “No, not at all. We cannot afford not to offer the market what the buyers ultimately demand. “We believe there is going to be a stronger swing to the new liquid-injection. With the development now taking place at Holden and Ford (on LPG LI), it would be negligent of us in our planning if we were not giving appropriate attention (to LPG). “If we were not looking at it then we would be potentially giving away significant volume. We cannot be arrogant and put our head in the sand.” Toyota’s corporate manager of product planning (left), Peter Evans, told GoAuto that LPG was “not as high on the agenda of Toyota globally as it was high on the agenda of Toyota locally”. “But we are taking care of that. We are working with Max Gillard and his team at the Toyota Technical Centre,” he said. “We are well aware of the benefits of liquid-injection with dedicated mono-fuel configuration. We are not blind to it and it may well make business sense, economic sense and sense to the consumers. “All of those things are well understood. So it is under consideration but I really cannot say much more than that.” Mr Evans said the timeframe for the introduction of LPG LI in a local Toyota would depend on the level of adoption on a wider scale. “Both Holden and Ford seemed to be back-pedalling on diesel and both are focusing very heavily on LPG LI. We understand the (Ford) Duratec (V6) will come out with LPG liquid-injection in 2010,” he said. “Ford is certainly being very aggressive with a 2010 introduction and they are predicting as much as 40 per cent of their sales being LPG LI. “If you apply those numbers it puts up a pretty good economic argument (for Toyota) to move forward (to LPG LI) relatively quickly. “That kind of program in terms of engine durability testing, valve seats, cams, emissions and so on is not a small program. So we will be driven by the market reality of what people are buying, how long it will take us and whether we have the engineering resources. All of those things have to be considered.” Mr Evans said the advent of liquid-injection LPG into Australia “changed the game hugely.” He said that he personally viewed the advantages of the current gaseous LPG technology over petrol cars as “marginal” and described LPG LI as “the answer to a matron’s prayer”. “With liquid-injection you can get back all the power you lose from LPG dual fuel, you can get back almost all the fuel economy that you lose with gaseous LPG conversions. Environmentally it is a very clean fuel. “We think mono-fuel has a real future. We think that Ford has it right with mono-fuel at the moment because you can maximize the engine (performance and economy) and the boot capacity by using the space for the fuel tank for your LPG. “But to use it (LPG) properly it has to be a dedicated installation.” Mr Evans said converting an existing petrol car involved duplicated cost because the LPG equipment replaces systems already installed in the car. “With a dedicated installation you have the advantage of substituting the petrol fuel-injection system with the LPG-injection system and the ability to use the petrol tank space under the rear floor pan to maintain boot space,” he said.

Im new here ... but here goes. I currently drive a 1996 Camry , 4cyl 2.2l and I'm considering some time in the future getting either a current model Aurion or Camry. I had read that the dashboard of the current Aurion/Camry is very bright when lit up at night. Recently , I was sitting in tram going through the city in the evening and an Aurion drove past fairly slowly. I did notice that the dashboard was all lit up quite brightly ... very brightly in fact. So , have any of you guys/gals had issues with the brightness of your dashboards at night ? Have you gotten used to it or have you done anything to fix it ? All comments , input is welcome. I'm quite amazed that Toyota overlooked this matter and has no dimmer. I can understand that it would certainly be a potential problem if driving in the country at night , where there would be very little ambient outside light.

I bought a 1996 Camry at Auction in 1998 and took it in to Melbourne City Toyota a few times for servicing early on as they are close to where I work. My overall experience with Melbourne City Toyota wasn't that great. After geting a service , the Service manager that was handling my car tells me that the front brake pads needed replacing .... I was a bt sus and took it to another mechanic that was a "mate of a mate" , the brakes and pads were fine and had at least another 50 000 klms to go ..... NOT HAPPY JAN !! I didnt bother going back to Melbourne city Totota again !! A wise man once said ... you can shear a sheep many times , but you can only fleece it once.