Disco II only has one type of injection system, the Bosch Motronic M.5.2.1
system.
The "Hotwire" is the Bosch-Lucas 14CUX system, and was fitted to all
Rangerover classic 3.9 and disco series 1 3.9 engines (and the early EFI 3.5
series 1 disco's), the predecessor to that being the "Flapper" Bosch-Lucas
4CU system as fitted to the early 3.5 EFI Rangerovers.
GEMS (Lucas-Sagem) was fitted to Rangerover P38 4.0 and 4.6 models up until
around '99, then they also got the Motronic system.
All Motronics are easily recognisable as the inlet manifold is a "bunch of
bananas" with the throttle body positioned to the front of the left hand
rocker cover (facing direction of travel), all earlier systems having a
large central rectangular plenum chamber with the throttle body centrally
mounted (lengthwise) to the left hand side.
Hotwire simply means that the air mass metering is done by measuring the
change in resistance caused by airflow over a heated wire element. Flapper
systems meter air by the airflow causing the deflection of a plate against a
spring. The Gems and Motronic type systems both utilise hotwire type mass
airflow sensing, but the Motronic is fully mapped with a constant fuel
supply pressure, whereas all other systems reference fuel pressure against
inlet manifold pressure (depression) as a means of load compensation. In
theory, metering of fuel is tighter controlled with the Motronic and
therefore emissions control is of improved accuracy, the main reason for the
changes over the years. Motronic and Gems both have features that allow
control of the ignition spark and timing (utilising knock sensors, and
having features such as ignition retard whilst changing gear on an auto for
smoother gearchanges), unlike their predecessors, but the Motronic takes
this one step further by having a constant misfire detection system - it
does this by calibrating itself to a series of drillings around the flywheel
and sensing a misfire by the minute change in rotational speed as a misfire
occurs causing a frequency change at the sensor which is monitoring the
passage of these drillings. All clever stuff, and done to meet OBD2
legislative protocols.
Badger.

Possible, I suppose......
Badger.

Copied over from an email received from Mike Chapman, LPGA.

"As regards future legislation we have been lobbying government for years
and
at last there is some movement. The DfT have included a clause in the Road
Safety Bill currently passing through Parliament which will enable the DfT
to bring in a regulation requiring all conversions to be inspected and
certificated. A legal requirement and common backstop will be no MOT without
certificate."

"The DfT have already discounted training all MOT stations for these
inspections on cost benefit grounds and are currently looking at using the
skill base of LPGA Approved Installers, albeit those that apply will have to
meet / be subject to additional criteria."

And from another email, same source,

"As regards legislation, the intention is to use the LPGA approved installer
skill base for VOSA economic reasons but my own  belief it is unlikely that
that it will be exclusively so. I am sure that VOSA will wish the provide
the consumer with an independent alternative for the reasons you state
albeit they will probably not wish to see this alternative in great
numbers.

As mentioned it is also envisaged that those LPGA Approved Installers which
wish to take in the inspection role would be subject to additional
monitoring by VOSA and would need to meet their criteria. In this way any
there would be better insurance of maintaining standards.

It would not matter which fuel the vehicle was presented on for MOT - if an
LPG system was fitted then the MOT on either fuel could not be started with
provision of the Conversion Certificate."

Badger.