Direct injection:Common rail

From Wikipedia, the free encyclopedia

Common rail direct injection
Main article: Common rail
In older diesel engines, a distributor-type injection pump, regulated by the engine, supplies bursts of fuel to injectors which are simply nozzles through which the diesel is sprayed into the engine's combustion chamber.
In common rail systems, the distributor injection pump is eliminated. Instead an extremely high pressure pump stores a reservoir of fuel at high pressure - up to 1,800 bar (180 MPa, 26,000 psi) - in a "common rail", basically a tube which in turn branches off to computer-controlled injector valves, each of which contains a precision-machined nozzle and a plunger driven by a solenoid, or even by piezo-electric actuators (now employed by Mercedes for example, in their high power output 3.0L V6 common rail diesel).
Most European automakers have common rail diesels in their model lineups, even for commercial vehicles. Some Japanese manufacturers, such as Toyota, Nissan and recently Honda, have also developed common rail diesel engines.
Different car makers refer to their common rail engines by different names, e.g. DaimlerChrysler's CDI, Ford Motor Company's TDCi (most of these engines are manufactured by PSA), Fiat Group's (Fiat, Alfa Romeo and Lancia) JTD, Renault's dCi, GM/Opel's CDTi (most of these engines are manufactured by Fiat, other by Isuzu), Hyundai's CRDi, Mitsubishi's DI-D, PSA Peugeot Citroën's HDi (Engines for commercial diesel vehicles are made by Ford Motor Company), Toyota's D-4D, and so on.

Direct injection

From Wikipedia, the free encyclopedia

Modern diesel engines make use of one of the following direct injection methods:

[edit] Distributor pump direct injection
The first incarnations of direct injection diesels used a rotary pump much like indirect injection diesels; however the injectors were mounted in the top of the combustion chamber rather than in a separate pre-combustion chamber. Examples are vehicles such as the Ford Transit and the Austin Rover Maestro and Montego with their Perkins Prima engine. The problem with these vehicles was the harsh noise that they made and particulate (smoke) emissions. This is the reason that in the main this type of engine was limited to commercial vehicles— the notable exceptions being the Maestro, Montego and Fiat Croma passenger cars. Fuel consumption was about fifteen to twenty percent lower than indirect injection diesels, which for some buyers was enough to compensate for the extra noise.
One of the first small-capacity, mass-produced direct-injection engines that could be called refined was developed by the Rover Group.Factdate=February 2007 The 200Tdi 2.5-litre four-cylinder turbodiesel was used by Land Rover in their vehicles from 1989, and the engine used an aluminum cylinder head, Bosch two-stage injection and multi-phase glow plugs to produce a smooth-running and economical engine while still using mechanical fuel injection.
This type of engine was transformed by electronic control of the injection pump, pioneered by Volkswagen Audi group with the Audi 100 Turbo Direct InjectionTDI introduced in 1989. The injection pressure was still only around 300 bar, but the injection timing, fuel quantity, EGR and turbo boost were all electronically controlled. This gave much more precise control of these parameters which made refinement much more acceptable and emissions acceptably low. Fairly quickly the technology trickled down to more mass market vehicles such as the Mark 3 Golf TDI where it proved to be very popular. These cars were both more economical and more powerful than indirect injection competitors of their day.

Petroleum diesel

Petroleum diesel
From Wikipedia, the free encyclopedia
A vintage diesel pump
Diesel is produced from petroleum, and is sometimes called petrodiesel when there is a need to distinguish it from diesel obtained from other sources such as biodiesel. It is a hydrocarbon mixture, obtained in the fractional distillation of crude oil between 200 °C and 350 °C at atmospheric pressure.
The density of diesel is about 850 grams per liter whereas gasoline (British English: petrol) has a density of about 720 g/L, about 15% less. When burnt, diesel typically releases about 40.9 megajoules (MJ) per liter, whereas gasoline releases 34.8 MJ/L, about 15% less. Diesel is generally simpler to refine than gasoline and often costs less (although price fluctuations sometimes mean that the inverse is true; for example, the cost of diesel traditionally rises during colder months as demand for heating oil, which is refined much the same way, rises). Also, due to its high level of pollutants, diesel fuel must undergo additional filtration which contributes to a sometimes higher cost. In many parts of the United States, diesel is higher priced than gasoline.[1] Reasons for higher priced diesel include the shutdown of some refineries in the Gulf of Mexico, and the switch to ULSD, which causes infrastructure complications.[2]
Diesel-powered cars generally have a better fuel economy than equivalent gasoline engines and produce only about 69% of the greenhouse gases. This greater fuel economy is due to the higher energy per-liter content of diesel fuel and also to the intrinsic efficiency of the diesel engine. While diesel's 15% higher volumetric energy density results in 15% higher greenhouse gas emissions per liter compared to gasoline[3], the 20-40% better fuel economy achieved by modern diesel-engined automobiles offsets the higher-per-liter emissions of greenhouse gases, resulting in significantly lower carbon dioxide emissions per kilometer.[4][5]
On the other hand, diesel fuel often contains higher quantities of sulfur. European emission standards and preferential taxation have forced oil refineries to dramatically reduce the level of sulfur in diesel fuels. In contrast, the United States has long had "dirtier" diesel, although more stringent emission standards have been adopted with the transition to ultra-low sulfur diesel (ULSD) starting in 2006 and becoming mandatory on June 1, 2010 (see also diesel exhaust). U.S. diesel fuel typically also has a lower cetane number (a measure of ignition quality) than European diesel, resulting in worse cold weather performance and some increase in emissions. High levels of sulfur in diesel are harmful for the environment because they prevent the use of catalytic diesel particulate filters to control diesel particulate emissions, as well as more advanced technologies, such as nitrogen oxide (NOx) adsorbers (still under development), to reduce emissions. However, the process for lowering sulfur also reduces the lubricity of the fuel, meaning that additives must be put into the fuel to help lubricate engines. Biodiesel is an effective lubricant.

Diesel engine

From Wikipedia, the free encyclopedia
The diesel engine is an internal combustion engine that uses compression ignition, in which fuel ignites as it is injected into air in the combustion chamber that has been compressed to temperatures high enough to cause ignition. By contrast, gasoline engines utilize the Otto cycle in which fuel and air are typically mixed before entering the combustion chamber and ignited by a spark plug, making compression ignition undesirable (engine knocking).
The engine operates using the Diesel cycle named after German engineer Rudolf Diesel, who invented it in 1892 based on the hot bulb engine and for which he received a patent on February 23, 1893. Diesel intended the engine to use a variety of fuels including coal dust and peanut oil. He demonstrated it at the 1900 Exposition Universelle (World's Fair) using peanut oil (see biodiesel).

For Diesel Performance, Trust Bully Dog to let the Ponies Out

For Diesel Performance, Trust Bully Dog to let the Ponies Out
By David Brooks [ 30/03/2007 ][ viewed 4 times ]
When it comes to hot-rodding diesel trucks, nobody delivers a bite as ferocious as Bully Dog. Since 1999, these guys have been lighting fires under diesel rigs with their hefty lineup of monitors, modules and programmers. Bully Dog’s track record of safely extracting massive amounts of power and torque is how they maintain such a high-profile in the world of diesel performance.When you’re ready to make your oiler scream like a banshee, there are a few must-have items. Let’s start with control modules. Modules are a quick, no-frills way to add massive power and torque to your rig. Plug one these babies into your OBD-II port and stand by for some stuck-in-your-seat action. For instance, the Bully Dog Dyno Dominator cranks a staggering 171 extra horsepower from a Duramax engine—more ponies than your grandma’s grocery getter even came with!Take the power a step further and add a performance monitor to the mix. While they don’t actually add power, monitors let you control your module from your driver’s seat. That means you can shift between power levels on-the-fly and tune for special parameters like tire size. The best feature comes in the form of gauges. Bully Dog’s Outlook Monitor displays every engine parameter you’d ever need; MPH, RPM, boost, EGTs, even tranny temperature. It also serves as a virtual dyno that displays horsepower and torque along with quarter-mile and 0-60 times.The best of both worlds comes in the form of a power programmer. Basically, programmers are a combination module/monitor in one unit. Plug the likes of a Bully Dog Power Pup into your OBD-II port and hang on my darling, you’re gonna go! Extracting huge power gains is no problem for a programmer and it has the added features that you get with a monitor. Kind of like a one-stop-shop for over-the-top performance.All of these upgrades are readily available and super easy to install. Speed enthusiasts everywhere are ditching their traditional muscle and switching to diesel—hot rods for the 21st century. Don’t take my word for it; check out what your fellow torque junkies are saying about Bully Dog:"Amazing! The added power I received on just the first setting (50 HP gain) for towing made my truck act like it was on steroids! When I'm not towing my 6 horse trailer, I now get a 2 mile per gallon increase. If you have a diesel truck, don't hesitate to buy the Power Pup as it's worth every penny you'll pay for it.""installed the triple dog downloader in my 2006 ram. Cannot describe the power and performance the truck now has. It blows everything off the road if you can control it. Worth the investment over and over""The bullyDog chip made all the difference in this truck. In stage 2 the truck really comes to life. It makes the 7.3 so much more throttle sensitive it is amazing. The power band is much wider than stock. I couldn’t believe the torque gain in stage 2 and stage 3 is awesome."
About the author:Located in Texas—where trucks are king—the crew at Bully Dog continues to tinker and tune diesel powerplants for optimal performance. When you want the best, look to Bully Dog Performance Products for all your diesel tuning needs. – David S. Brooks Article Source: http://www.free-articles-zone.com/author/8249

Edge Performance Transforms your Diesel Truck into a Modern Hot Rod

Edge Performance Transforms your Diesel Truck into a Modern Hot Rod
By David Brooks [ 22/03/2007 ][ viewed 5 times ]
To get your diesel juices flowing, check out Edge Performance. Their collection of modules, programmers and monitors are guaranteed to sharpen your rig’s performance edge. Whether your competition is a quarter-mile drag or a 10% grade, Edge products deliver the power and torque we crave. Any power project starts with a performance module. Hands down, a module is the easiest way to extract hidden torque and horsepower from your diesel mill. In fact, your oiler is hiding more power than the average econo-car even has! By optimizing fuel and timing, a monitor like the Edge Juice can squeeze an extra 125 ponies and 300 ft/lbs of torque from your truck. It’s that simple; just plug the module into your OBD-II port and hang on tight. Keeping tabs on this much power is a must. Adding a performance monitor like the Edge Attitude lets you control your module from the comfort of your truck’s cab. And, a performance monitor also gives you a cockpit full of gauges. All your truck’s vital statistics are right at your fingertips: MPH, RPM, EGT and boost pressure. Plus, you can track 0-60, quarter-mile and best-pass times so you know how your rig stacks up against the contenders. Drawing from both these products is the ultimate in diesel tuning—the power programmer. A power programmer is essentially a module and a monitor in one package that’s overflowing with features. The Edge Evolution Programmer monitors up to 24 different vitals and packs a triple-digit punch of horsepower and torque. Customs programs tune your truck for any driving situation—performance, towing—even fuel economy. And, these adjustments can be made on the fly in seconds.Don’t worry about voiding your warranty or raising the dealer’s eyebrow with any of these Edge products. Once unplugged, modules and programmers leave no footprint and are completely undetectable. When you take your rig in for dealer maintenance, simply unplug your gear and remove it. Once the work is done, plug ‘er back in and get back to buckling the blacktop.If you want to smoke the track, tow serious tonnage over serious grades or reduce your visits to the pump, any of these products from Edge Performance are designed to do the trick. Check out what other diesel enthusiasts are saying about Edge Performance:"Quick and easy installation! I wouldn't have thought something so small could pack this Big of a PUNCH!!! Definatly worth the money. Before I was afraid to pass anyone, due to no responce. Now I find myself passing everyone. An EGT & BOOST gage a MUST!! Enjoy! I AM!!""Wow! was the first thing I could say after controlling the huge smile on my face. All I can say now is I wished I would have ordered this years ago. I tow a 24 ft. rv and use to hate climbing steep grades at 45-50 mph with the throttle pegged now I take the same hills set on #2 at about 65 mph with throttle left to spare. Not real sure about gas savings but I know it's not any worse than it use to be. I love my truck again!!! Rick""Awesome POWER!!! Simple to install and easy to use.""Wow! All that power with no sweat to install. Perfect for someone that wants the power without all the hassle. I installed it myself and I can barely change my own oil!"
About the author:So, when it’s time to transform your rig from a basic hay hauler into a spooled-up torque monster, Edge Products, like Edge Performance Chips provide all the muscle you need. Hailing from Ogden, Utah—where they take truckin’ seriously—these folks have been honing the cutting edge of diesel performance since 1999.- David S. BrooksArticle Source: http://www.free-articles-zone.com/author/8249