Soi and duration, limits and problems!

[Andrea1]

unfortunately, they are not so spread the glow plugs and the pressure sensor of the glow plug maybe in the future you will be able to monitor the pressure in every moment, for now let us be content with a egt and a rolled by . My reference to the effect of the wall was reported only in the case of the project because with the mechanical stock, I don't think that could come to "the limit to be increased, advances" and have stress, pressures or temperatures can ruin the piston or worse.
For the record, actually I still squeezed to the exasperation a diesel even if I'm looking for a bit of time, between an exam and another to do it.

Returning to our initial question, to reassure the project, Munro, according to you, the project might risk compromising the engine in to do a couple of tests by pulling a bit advances with the mechanical stock?

[project]

Thanks wall for the participation, I'll give you an observation from ignorant on the subject that is what I thought I, the pressure increase, I believe, gives the fact of the increase of the diesel oil, in the sense that increasing the diesel fuel, and anticipating when it arrives the piston in the upper dead point has more diesel to compress than the ori!
Then I increasing a only degree I would already be with an engine enough to risk to understand!
From here, the replacement of the injectors, and cn greater flow for the same flow rate of oil with lower temp opening for not going to act on the soi!
However, I doubt that this is where the pressure would be raised because of the PMS I have the same more fuel than ori!

[munro]

unfortunately, they are not so spread the glow plugs and the pressure sensor of the glow plug maybe in the future you will be able to monitor the pressure in every moment, for now let us be content with a egt and a rolled by . My reference to the effect of the wall was reported only in the case of the project because with the mechanical stock, I don't think that could come to "the limit to be increased, advances" and have stress, pressures or temperatures can ruin the piston or worse.
For the record, actually I still squeezed to the exasperation a diesel even if I'm looking for a bit of time, between an exam and another to do it.

Returning to our initial question, to reassure the project, Munro, according to you, the project might risk compromising the engine in to do a couple of tests by pulling a bit advances with the mechanical stock?

take a look here:
http://www.optrand*****/products.htm#top

[munro]

this forum is getting worse...
search for "optrand psiglow" you'll see that the glow plugs,as well as the candles,to monitor the pressure in the combustion chamber, exist for a long time...of course the price will be prohibitive, but perhaps they are a reality...

[munro]

Thanks wall for the participation, I'll give you an observation from ignorant on the subject that is what I thought I, the pressure increase, I believe, gives the fact of the increase of the diesel oil, in the sense that increasing the diesel fuel, and anticipating when it arrives the piston in the upper dead point has more diesel to compress than the ori!
Then I increasing a only degree I would already be with an engine enough to risk to understand!
From here, the replacement of the injectors, and cn greater flow for the same flow rate of oil with lower temp opening for not going to act on the soi!
However, I doubt that this is where the pressure would be raised because of the PMS I have the same more fuel than ori!

One of the things that limit the power in the diesel engine at high rpm is the "rate of injection" or "the window of the injection".
The ability to inject fuel into the cylinder faster than it is in many cases the factor is not limiting of the power. At 5,000 rpm in a cylinder "shoot" 42 times on the second fuel.
in fact, there is talk of a small window to inject fuel.
Then inject more fuel in a shorter period of time, both in terms of the degree and time of the crank,is the key to making big power on the diesel.
Typically most of the events of injection fininisce within a few degrees from TDC.
If you have a low injection speed, the only way to inject a lot of fuel in the cylinder is to start very soon. Even if this works up to a certain point,beyond this it becomes really tough for the connecting rod bearings, connecting rods, cylinder blocks,pistons etc., Why?
Why Inject fuel early, while you have not reached a maximum surge pressure around the TDC,it creates a pressure peak higher before tdc that does not allow first of all a greater expansion ratio, and second the whole thing goes at the expense of power because of the loss of parasite power in the form of "negative torque".
The negative torque is the work that is stolen in a cylinder or on the piston that is in the race to compress the fuel air mixture.
As soon as you inject fuel, the greater the compression, the higher the negative torque.
remember the famous 10 bar of pressure each degree of advance? this is the explanation.
For example, you could take an engine that starts injection 40 degrees PPMS and ends at 3 degrees after TDC for a total of 43 degrees of injection.
You could also take an engine that injects the same amount, but starts at 38 degrees and ends at TDC and you would have in many cases more power in the latter also with a window of injection is more reduced.
The delayed start of injection, would require less loss parasitic to overcome the pressures caused by injection "early".
In the second place, the fact that the same amount of fuel is injected in a short amount of time means that there was a peak of high pressure "at the time and in the right place".
This allows the fuel to atomize much better. Another thing to note is that the more fuel is injected in the cylinder closest to tdc, the more oxygen every drop of fuel he has available to "interact".
This can sometimes offset the beginning of the injection delayed with a speed of combustion is faster and less time difference between the start of injection and start of combustion.also for the fact that the air inside the cylinder is more heated for example.. even if there is not to say that it is difficult to quantify the speed of injection and combustion, however, because it depends on many factors...

With this gain, however, it is possible to inject the fuel in a window less, and has less negative torque,this is the state of the diesel.
We will always try to build up injections which can make the flow more fuel in a short period of time,
do you think to the injectors, piezoelectric, for example, that can inject much more velocemtne of their predecessors, all to make sure that you can inject in a window shorter.

[project]

Well, munro! Hats off really! You are a person who is truly competent!
Ok until here we are! I realized that practically going to raise l advance what I could gain they would lose a large part for the negative torque that it would create,not to mention the mechanical effort to apply to pistons, connecting rods, bushings and much more!
In simple words the game is not worth the candle!
Then the search performance is more sensible focus in trying to inject more fuel in the shortest time possible! This Step will be necessary when the duration we get too far beyond the PMS that 10, I believe, are a few I think a little more is acceptable!
But here comes another little problem! Now with the injectors ori I know more or less the scope by changing them of course, the map nn it would be more valid! You would need a table flow injectors that a pompista told me that it does not exist! Or a search with the code the injectors and see if maybe you will find something!
It's just like I have thought?

[munro]

your reasoning is correct, but the table of flow rate you need is not you need...
for calcolarti with injectors stock to the "window of injection" with a given injection time, there is a mathematical formula which also include the rail pressure that we said, but by raising the injection trims a little bit...if you search the forum you can find the formula...tell him your pompista to tell you, and just for example the calibration values to the injectors that have them for strength...otherwise how they make them to calibrate..
for example, in these tables there is, for a given injector to 1000 microseconds and 1350bar an iq of 100mm3
knowing this, you know, or better you can calculate the equivalent in your time window, based on your injection time and pressure in the rail so as to not inject more than 10 degrees after tdc....

[project]

Yes, in fact, is the formula that I'm missing should I do a search in the forum is not very easy to find things,however, has not wanted to provide me with these data deliberately from what he said I understood that she had no intention to give me this information, unfortunately in my area do not help or in any case the things that they have are very narrow! I either need to find another way that data!
That said,of course it is not that I can inject 200mg of fuel as you can adjust in the increase? After a certain threshold you will have to start replacing pistons,connecting rods, bushings and more.
Obvious that in addition to the fuel should go hand in hand also in the air and try to maintain a certain afr, otherwise the smoke will remember the trains of coal!

[munro]

well said...the only limit is the air that you can compress into a cylinder to burn properly tot fuel....
to 200mg of diesel fuel serve to an afr of 14.5:1 well 2900mg of air...
in the forum, you'll find a formula to get the required degree of air and the turbo, how much fuel you need..for tot horses..

[project]

Well now that the engine in the original configuration supports a mapping of the kind cn That example may be about 500 or 600 horses.
I'll have to do a lot of research!
Feel munro if you must do you the code of certain of the injectors that I would like to put under my car if you'll give me the data flow of these injectors so I try to make myself a table duration, and you tell me if I did well or not! I would like to learn how to do it!