Fuel tank selection - 2006 V8 LC100

I also have a 2006 V8 and have not noticed the problem as it is only ever used on long trips (>80k between starts).

I run the main tank to empty (i.e. the engine stops) switch to sub and carry on. The next time I use the vehicle I switch to main , travel a couple of K's and then engine stops, switch back to sub and carry on, and can do this multiple times.

It seems true a small amount if fuel is transferred on each start.

The service manual I have says there is a "scavenge pump" in each tank and a one pressure pump external which is used by the fuel injection system.

I dont run tanks dry anymore, not going to take the risk of damaging a pump, switching tanks about 10-15k after the low fuel warning light starts flashing.

"I run the main tank to empty (i.e. the engine stops) switch to sub and carry on. The next time I use the vehicle I switch to main , travel a couple of K's and then engine stops, switch back to sub and carry on, and can do this multiple times. "

not wanting to be picky but why on earth would you want to do that? Apart from the safety aspect you give it multiple chance to suck every bit of crud from the bottom of the tank?
I see that you dont do this anymore, but am curious as to why you would ever do it in the first place?

Just to try to get an accurate fuel consumption. Best I ever managed to get into the sub tank was 43 litres is supposed to have a capacity of 45.

New car, new tank, and hopefully no crud.

Did it lots in aeroplanes, often made the difference between having to land at Meekatharra for fuel or manage a direct flight to Perth from Port Hedland in twin engine Cessnas with six fuel tanks - 3 per engine. (no crud in them as we never filled out of jerries)

Only ever did it with freight (or wife), frightened the Sh.. out of passengers when each engine would surge, but it sure confirmed how much avgas you actually had on board.

It was easy to pump a lot of fuel overboard, as when using the auxiliary tanks the return flow from the fuel injection unit fitted to the engines (not unlike modern cars) ended up back in the main tanks, and if they were full, the return fuel (about 20%) went overboard without your knowledge, not a good number when its dark and you are over a big desert.

Was trying to see if the Tojo did the same thing

Willie, the petrol vehicles have an electric pump in each tank and the small transfer keeps them lubricated and working normally. Your TD has the pump on the motor, so theres no need to transfer fuel at the tanks.

See my post at FollowupID: 484303

Now have 2,500k on clock and last trip with van over Easter averaged 21.5 l/100km over 700km. Saved heaps of fuel by not using Cruise control and ensuring the Torque converter locked up when cruising (>80km/hr).

Saved 8c litre of fuel when I filled up, so over the same distance I would have had to have done better than 19.5km/ltr if it was a diesel just to break even on fuel costs.

I know diesel and petrol fuel costs are much closer together in the country, but seriously most km are done in the city for most vehicles.

I prefer the TD LC100. I have a Haines Hunter 680 and with 480l of fuel and 120l of fresh water it wieghs in at 3000kg. With the TD100 (I had a Dtronic) having 525nm at 1800rpm it towed with ease. From 1400rpm in third it would drag the boat up the hill to our street.

The V8 LC100 needs 3600rpm to get 410nm. A lot more rpm and a lot more fuel.

Around town unladen the V8 LC100 is great. Smooth V8 with a seamless 5 speed auto. Best fuel economy in mostly 80km/h and 100km/h roads is about 16l/100km.

The TD LC100 gets 11-12l/100km all day every day.

When I'm ready for the LC200 I will get the V8TD.

Cheers,
Topend.

Amen!