Low-motor polishing, splashing, booster pump, power supply

Tips, advice and tips to lower your consumption, processes or inventions as unconventional engines: the Stirling engine, for example. Patents improving combustion: water injection plasma treatment, ionization of the fuel or oxidizer.
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by Other » 19/06/13, 16:03

Hello
mope44 wrote:in this procedure we play on the coefficient of friction of the villebrequin which bathes in oil, for those who have already seen the villebrequin is a hot rolled metal which gives a pigskin appearance (or your wife's skin when she is pregnant) which gives a lot of resistance to the gold movement in the oil;
as I said it is very long since for arrival of the pigskin aspet with the polished aspect mirror this account in a hundred hours easy and that with the equipment that is going well, of course !!

The crankshaft does not touch the oil level except on the small mower engine, some manufacturers mount them on needle bearings, but a super polishing, or even chrome worn does not bring much gain. When running there is no direct contact, there is a thin film of oil
polishing is sometimes harmful on the cylinders. a cylinder in nitrated steel or cast iron we pass the stones to make crossed micro-scratches, a chrome cylinder its surface is like an asphalt paving full of small cracks which allows the oil to stay attached
Even the cylinders covered with nickel carbide, or ceriminil are not polished shiny it has a matt appearance.

@Flytox
Initially on a Jetta son had installed a booster pump for the oil market, and it was while returning to diesel that he realized that he was doing more km with a full tank (no scientific measure just a finding . )
I even generously enlarged the tank suction line with a 16 mm line.
On the Jetta and Golf old mechanical pump, the pump aspires to pass through a 5 micron filter if less restriction it ocasionne, a lack of fuel pressure at the pump and also this promotes air bubbles if the system is not perfect (on some cars the low pressure pump is separated it pushes the diesel in the filter it is less bad.)

What intrigued me (without air bubbles, the simple fact of having a lack of pressure on the low pressure side of diesel fuel caused a lack of power ok, but overconsumption?

Andre
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by chatelot16 » 19/06/13, 19:16

we should do another subject on this history of diesel consumption with a lack of injection pump supply pressure


edit by Remundo: it's done


the old injection pump had a whole primary pump to stuff in the filter and be sure that the high pressure pump is well supplied ... alas we see a lot of filter mounted entirely upstream of the single pump: still progress to towards ! adding an electric booster pump is a good solution to improve your car
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by chatelot16 » 19/06/13, 22:23

not quite ... what deserves a new subject is this story of lower efficiency of diesel without booster pump ... the history of crankshaft polishing should have remained in the subject of internal combustion engine

other detail: to modify a subject it is better to add a message, to send mail to all those who follow it ... by simply editing the last message it does not send mail
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by Remundo » 19/06/13, 22:46

you are lucky, dear Chatelot, that I divided the subject as I did, including the fine discussions on the polishing of the low engine ...

I also added the message before you advised me:
https://www.econologie.com/forums/post259035.html#259035

8)
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by Macro » 20/06/13, 11:45

Response from a specialist in clogged filters .... Yes, a clogged diesel filter leads to overconsumption of engines fitted with a rotary bosch pump..this overconsumption is very easily explained by the fact that the variable advance of the injection is controlled by a cylinder internal to the pump it is the feed pump (internal to the injection pump) which supplies a variable pressure to this cylinder this pressure varies between the slowdown speed and 2200 rpm then the pressure remains stable (it is relieved by a transfer pressure regulating valve which by-passes the feed pump). If the filter is too clogged, the internal pressure of the injection pump is too low and the injection advance is disturbed so consumption which flies away (my zx managed to consume more than 10l / 100 when the filter was clogged ). still sucks as the suction of this pump comunique with the compartment of the spy joint of the main shaft (lubricated by diesel) it "pulls" on the spy and cooks it on the shaft and the pump takes air which correspondingly decreases its life expectancy ... the booster pump is a bandage on a wooden leg ... which should even cause a slight fuel leak at the level of the shaft when slowed down (almost invisible when running on diesel fuel with frying it's much more meaningful) ...
The solution will correctly dismantle and rejoin the injection pump, then the booster pump will help keep it brave for many years ... And change its filter regularly and reheat the fuel before the filter if it is made up of more than 30% d potato oil ...

André if you dismantle this pump you will understand very quickly the why of how ...
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by Other » 20/06/13, 15:19

Hello
Thank you Marco for this information although it is on the son's chariot, he works in single view on oil diluted according to the temperature and his mood.

We recognize experienced guys who rolls in frying oil
who have a spare filter in the trunk and the tools to change it on the side of the road : Cheesy:

Andre
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by chatelot16 » 20/06/13, 15:41

this info on the automatic advance system is important!

it means that it would be necessary to control the advance while the engine is running, to be warned of this problem before seeing the consequence on consumption

that means that in oil this messy automatic advance can be completely

it may be necessary to modify these pumps completely to make an independent advance order

there may be a lot of diesel running with this defective feed and a blocked feed at a minimum, so poor performance at high speed

it would be useful to have a measurement tool: a pc with audacity to record by the micro jack ... 2 sensor connected to the stereo micro jack: one channel on a sensor on the crankshaft ... the other channel on a piezo sensor attached to an injector pipe
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by Macro » 20/06/13, 15:57

Bof ... For me a simple central zero mano on the supply line of the injection pump would be enough for this kind of technology. On the models after 1995 there is a needle lift sensor on an injector and an electronic management of the advance and the dosage according to the air flow, the position of vilo and the position of the gas pedal ... Amply sufficient for rustic motorizations like these ...
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by Other » 20/06/13, 19:11

Hello
Macro wrote:..On models after 1995 there is a needle lift sensor on an injector ...


is the injector holder able to receive standard injectors? as DNOSD 240 those with a small hole in the middle of the needle.
It should not be difficult to measure the instantaneous consumption with the signal received.
It would be very convenient to do the water doping tests.

The mano rather on the return to the tank before the bango
the Jetta everything goes on sucking.

when the molds start to clog (I have two on the oil, a large 10 micron hydraulic, the original 5 micron)
I notice a gradual drop in temperature at the outlet of the exchanger. It is time to replace the filters.
Making a hot diesel trap in the two filters considerably increases the duration of the filters.

Andre
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by Flytox » 20/06/13, 20:46

chatelot16 wrote:it would be useful to have a measurement tool: a pc with audacity to record by the micro jack ... 2 sensor connected to the stereo micro jack: one channel on a sensor on the crankshaft ... the other channel on a piezo sensor attached to an injector pipe


It is a solution which I had already thought about, but not to make the interface (adapt the signals, impedance, etc.) between the different sensors and the line input of the sound card.

For me Audacity serves me as an occasional lap account, the audio recording of the engine is read by the PC and the playback is done on the headphone jack at the oscilloscope. : Mrgreen:
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