Gasoline VS Diesel Engines....
#21
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Originally Posted by niphilli
So lets talk a little about the new BMW 3.0L Direct Injection twin turbo motor that is coming out. If fuel is not injected until top dead center is there any chance for pre-detonation? If not, then it seems like you could turn the boost waaaayyyy up and make a ton of power not having to worry about detonation. But again I get back to: how do you control the a/f mix in the combustion chamber?
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Originally Posted by blackz93
How powerful are diesels without turbos? I drive a dumptruck and that thing is a TURD when the turbo isn't spooling!
Originally Posted by 67RSCamaroVette
we had a 39' motorhome, caterpillar 300hp diesel, 1200ft-lb.. driving up a hill at 80mph no problem, then BANG! 7-ply turbo hose blew, slowed down to 30mph, and that's all it'd do.. just chug chug chug... Diesel engines suck without turbos.
Originally Posted by 67Ranger
We have a 93 F-350 non turbo for pulling our travel trailor, and that thing is a turd. I'm lucky to be going 45-50 trying to get onto the highway. Has good torque, and can pull quite a bit though.
Originally Posted by kossuth
Banks makes a kit for that turd. A family friend of mine put a kit on their 89 7.3 ford and it ran 1000x better. Worth it in everyway they said. I basically paid for itself in a year and that was 6-7 years ago.
Originally Posted by 67RSCamaroVette
Does the engines' computer determine the amount of fuel compared to the amount of air coming in? Kinda like an AFR, but not so much. When the engine is making boost, it pulses the injectors at the right time to get the optimum power and efficency, but when the boost is suddenly taken away, does the engine realize that there is less air coming in, and therefore "cut" fuel volume into the engine? I've studied the injector mechanism and fuel pump on a diesel engine, but I never saw an airflow meter sort of thing. Since the "throttle" is always wide open, is there a MAF sensor? Or does it just run less efficently with more fuel dumped into the engine (controlled by the pedal, of course)
You close the throttle, less fuel is burned, less hot gas is available to maintain turbine speeds and therefore, boost drops.
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Diesels have been running engine controls for emissions for years. From MAF sensors to cats, egr's, soot traps and fuel vapor returns they run most of the same controls we find in our gas motors. Although diesels are usually lower rpm runners, not all diesels are created equal. VW's have 4600+ rpm red lines. Model airplane engines are actually diesel and they really buzz.
And as far as performance is concerned, I know of a 1.9ltr VW Golf TDI that runs mid 13 second quarters in a totally stock bodied street only car and still pulls 35+ mpg.
When the new low sulfer diesel gets into full production next year we should see a lot of new oil burners here.
I love my C6, but I've put 55,000 miles on a 2005 Golf TDI and averaged 42+ mpgs over the last year in it.Nice at $3.00 per gal for fuel.
And as far as performance is concerned, I know of a 1.9ltr VW Golf TDI that runs mid 13 second quarters in a totally stock bodied street only car and still pulls 35+ mpg.
When the new low sulfer diesel gets into full production next year we should see a lot of new oil burners here.
I love my C6, but I've put 55,000 miles on a 2005 Golf TDI and averaged 42+ mpgs over the last year in it.Nice at $3.00 per gal for fuel.
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Originally Posted by hammertime
Diesels are only limited by how much air is available to burn the fuel you can inject. Turbos and higher boost add much more air, which can then burn much more fuel to create more power. The only limit as I understand it is the resuolting exhaust gas temperatures.
Cliff notes: better mileage on the older diesels from the addition of a turbo is due to the inability of the engine to draw in enough air naturally aspirated to bring the air/fuel ratio to 21:1
Last edited by kossuth; 05-11-2006 at 08:22 AM.
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Originally Posted by 67RSCamaroVette
we had a 39' motorhome, caterpillar 300hp diesel, 1200ft-lb.. driving up a hill at 80mph no problem, then BANG! 7-ply turbo hose blew, slowed down to 30mph, and that's all it'd do.. just chug chug chug... Diesel engines suck without turbos.
Does the engines' computer determine the amount of fuel compared to the amount of air coming in? Kinda like an AFR, but not so much. When the engine is making boost, it pulses the injectors at the right time to get the optimum power and efficency, but when the boost is suddenly taken away, does the engine realize that there is less air coming in, and therefore "cut" fuel volume into the engine? I've studied the injector mechanism and fuel pump on a diesel engine, but I never saw an airflow meter sort of thing. Since the "throttle" is always wide open, is there a MAF sensor? Or does it just run less efficently with more fuel dumped into the engine (controlled by the pedal, of course)
Does the engines' computer determine the amount of fuel compared to the amount of air coming in? Kinda like an AFR, but not so much. When the engine is making boost, it pulses the injectors at the right time to get the optimum power and efficency, but when the boost is suddenly taken away, does the engine realize that there is less air coming in, and therefore "cut" fuel volume into the engine? I've studied the injector mechanism and fuel pump on a diesel engine, but I never saw an airflow meter sort of thing. Since the "throttle" is always wide open, is there a MAF sensor? Or does it just run less efficently with more fuel dumped into the engine (controlled by the pedal, of course)
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I currently have an 02 f250 with a 7.3litre turbo powerstroke and am very curious to why this motor is considered not to respond as well to the power programmers and chips as that of the 6.0litre power stroke, 5.9 cummins 24v, and 6.6litre duramax. Can someone actually explain the differences to me? I'd imagine it's something to do with the fuel delivery system of each particular application and the variable vein turbo's on the duramax and 6.0 litres.
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The only thing I can think of is there is some sorta restriction in the injection pump somewhere that can't be overcome but that is only a guess. The injection pump might be non computer controlled too and the only thing the computer controls is the wastegate on the turbo or vice versa. These are only blind guesses though
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Originally Posted by kossuth
The only thing I can think of is there is some sorta restriction in the injection pump somewhere that can't be overcome but that is only a guess. The injection pump might be non computer controlled too and the only thing the computer controls is the wastegate on the turbo or vice versa. These are only blind guesses though
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Originally Posted by Charging TA
I agree with you on Diesels will enter the US market and become dominant within the next few years (I would say less than 5).
In the states we worked with Cummins diesel engines that were used to transport loads of boats from factories to dealerships...
Overhere in Europe, Diesels are everywhere and have been for more than 20 years. The difference in fuel economy not only comes in regular driving, but overhere people who tow campers and such (which would be towed with pick-up trucks and nothing less in the "states") are pulled with their everyday Diesel vehicle (Toyota Corolla, VW Jetta, Mercedes 124 and C classes, etc...), a small gas engine would not only not be able to pull, but the fuel economy would be very bad.
Also Skoda (VW) just recently released their first (I believe it to be their first as far as I remember) Direct Injection engine, one down-side the average consumer may find unacceptable is the diesel-like noise of DI engines.
In the states we worked with Cummins diesel engines that were used to transport loads of boats from factories to dealerships...
Overhere in Europe, Diesels are everywhere and have been for more than 20 years. The difference in fuel economy not only comes in regular driving, but overhere people who tow campers and such (which would be towed with pick-up trucks and nothing less in the "states") are pulled with their everyday Diesel vehicle (Toyota Corolla, VW Jetta, Mercedes 124 and C classes, etc...), a small gas engine would not only not be able to pull, but the fuel economy would be very bad.
Also Skoda (VW) just recently released their first (I believe it to be their first as far as I remember) Direct Injection engine, one down-side the average consumer may find unacceptable is the diesel-like noise of DI engines.
Just picked mine up last friday. It gets almost 50mpg on the highway and can run off 100% biodiesel off the showroom floor.
The government has now made it illegal for sale in 2007 and the manufacturer must go back to the drawing board for 2007 thanks to the new emission standards.
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Originally Posted by hammertime
You guys need to realize that power production in these cases are optimized around the boost. You wouldn't expect an 8.5:1 LSx motor that was built to take 20lbs of boost to run well naturally aspirated, would you?
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I never said I was unaware of the fact that the turbo is what makes the power! I was just wondering how good they are for power N/A.
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While we are talking about the difference between diesels and gasoline engines I found this on the internet. It isn't very exciting but it gives you an idea of how some of the older diesels were setup. He is running a 1950 something Farmall 400 diesel. Basically it starts on gasoline and switches over to diesel. Won't start on diesel because the engine doesn't have glowplugs or an intake charge heater. We used to have one of those damned things. I hated it LOL. There was a pressure relief valve in each cylinder bank in the cylinder head that basically lowered the compression from 18:1 to 8:1 when you were starting it on gasoline. We had one and it was kinda a neat tractor but cylinder head would always crack so we got rid of it. http://www.chatstractors.com/Video/F...une_6_2005.wmv
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In BROAD, GENERAL TERMS, it's mostly about compression. Diesels are also called "auto-ignition" engines, in that they run such high C/R's, that alone is enough to "set-off" the air/fuel mixture.
Again, in BROAD, GENERAL TERMS, diesel engines have to be built more strongly than a gasoline, spark-ignition engine, and are usually heavier. Remember back during the fuel crisis of the mid '70's when GM tried "converting" SI blocks to diesels by using higher CR's and funky heads? They were a dismal failure, as they weren't purpose-built diesel engines from the get-go.
Compressing air to super-high temperatures, and then injecting atomized fuel into that super-hot air, is a good way to make large amounts of power. This is exactly how a jet engine works, although via rotary, instead of reciprocating means. Jet engines burn a fuel that isn't much different than kerosene or diesel fuel.
Again, in BROAD, GENERAL TERMS, diesel engines have to be built more strongly than a gasoline, spark-ignition engine, and are usually heavier. Remember back during the fuel crisis of the mid '70's when GM tried "converting" SI blocks to diesels by using higher CR's and funky heads? They were a dismal failure, as they weren't purpose-built diesel engines from the get-go.
Compressing air to super-high temperatures, and then injecting atomized fuel into that super-hot air, is a good way to make large amounts of power. This is exactly how a jet engine works, although via rotary, instead of reciprocating means. Jet engines burn a fuel that isn't much different than kerosene or diesel fuel.
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Originally Posted by blackz93
So, how do you crank up the HP on one of these things (off-road dump truck) or is it computer contolled? 1998 Mack.
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Originally Posted by blackz93
So, how do you crank up the HP on one of these things (off-road dump truck) or is it computer contolled? 1998 Mack.
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