VillagomezHimes27
Diesel tuning is a lot more important than we consider. Lets get down to the fundamentals.
Diesel is distilled crude oil (Distillate). In contrast to what most Hollywood films promote of a diesel truck hitting a wall and exploding like a tiny nuclear bomb, oil does not readily ignite, specifically a liquid form. If we atomise it though, it will burn readily. The diesel principle relies on air being compressed to approx. 500PSI. This in turn heats the air, turning it into the igniter (diesels never have igniters such as spark plugs). Heard of a glow plug? Glow plug only glow on cold start-up to support warm up the air in the combustion chamber. A bit like when you are pumping up a push bike tyre, the pump gets warm.
Ok, so you now have extremely hot air and you inject diesel in through an atomising injector. As quickly as the diesel leaves the injector and enters the very hot air the diesel ignites and combustion begins. Place a poor atomising injector in the image and you have a distinct story. Because it is not atomising the diesel adequate, the fuel volume burns erratically and slowly as the flame burns by means of the huge droplets of oily fuel. If you had been to light up a drum of oil, you would see a comparable effect of slow burning and smoke. You can envision that by now the timing of the combustion approach is also upset. Add reduced injector stress than standard, due to age, and you have the timing of the fuel ignition point altering even a lot more (injector opening as well early). The injectors doing this alone can make a diesel smoky and sluggish. On a cold morning, the combustion is even additional retarded due to cold cylinders and cool combustion and you also get hard beginning.
This scenario adjustments totally with properly set up injectors. Remember the drum of oil? Well, if you could fill the drum with a misty vapour of oil and light it up, you would not only get a huge bang but it would be over within a flash. A good injector sprays fuel out as a mist and the fuel burns quickly and comparatively clean as the droplets are so modest that they burn with a puff! A properly set injector stress also means the fuel is becoming injected at the appropriate time.
Now, the injectors are excellent but the injection pump could be slightly out of tune. Timing has to be set. If it is too early the car can smoke and become very diesel noisy and if it is as well late, the vehicle can feel sluggish. Imagine the spray of fuel as a fist about to hit the piston. If it is hit also far just before top dead centre it would not only hurt your fist and the piston but it would make a louder than regular bang as the two issues hit head on. If the piston had gone past top dead centre and was hit, the force of the hit would be going down with the piston so you would have as well small
impact on it. So you can see why timing is essential for maximum hit impact! Other items need to be checked like the fuel volume delivered by the pump. As well considerably is power but with smoke, as well little is low power with completely NO smoke and just appropriate is in the middle of smoke and no smoke! There are a couple of much more complex settings on the pump that are checked and adjusted but these are the primary ones.
Well, there are 6 injectors supplying fuel to the engine (Imagining it being a six cylinder diesel). Looks like it has no issues receiving fuel, but what about the critical portion that we forgot about, AIR? Nicely...it has to draw the air by way of a maze. Filter, pipes, inlet manifold and a tiny inlet valve. This has to come about in a split second and the piston going down has to do all the sucking. Thats the governing portion of a diesel engines overall performance. Don't forget more fuel for much more energy is just much more smoke! So we have to do some thing about the air to hold things clean. This is where a Turbo system comes into its own with Diesel engines. With a huge amount of air now available due to the turbo supplying air proper to the inlet valve, the piston only has to suck air from there. Lets not overlook that 1 cylinder has a suction stroke many instances a second, so these fallacies of air being forced into the engine and blowing heads off with a turbo are only that! Now that we have more air, the fuel system can be set up according for far more power. [WARNING- This is exactly where the whole equation can come adrift with overheating and so on. Items have to be set up by a skilled and a professional that knows his JOB!]
One final note the diesel method that is on all 4WD diesels was developed to run on a fuel with particular burning characteristics. We do not appear to be acquiring fuel in Australia meeting all these needs. We have new cars smoking that clearly are not designed to smoke when running on true diesel. So when setting up a fuel injection method for tuning we have to take the burning characteristics of this poor diesel into consideration. Try to get your fuel from a reliable and 'known brand' garage and keep your receipts. If you have troubles, you then have as a lot 'come-back' on the fuel garage as you have with a faulty product from a shop.
Protected 4WDriving,
The Diesel Authorities
The modern diesel has come a extended way from its beginnings!! Wellso we are all lead to think!! Thats exactly where it all stops. In reality about the only issue that could examine is reinventing the round wheel!! Thats correct. Practically nothing has really changed. A diesel still demands fuel and air. Even although we now have trendy issues like Widespread-rail High Pressure Injection and Electronics controlling every thing, it is still the same old principle. The only main adjust seems to be the repair fees as usual. Most high tech injectors now cost over $2000 every single and are throw away. Most Injector pumps are becoming throw away at around $6500. Where will it finish?? the internet
