11mm hlava
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Trochu zacne kecatPája 19 píše:Kluci dotaz. Po montáži 11mm hlavy začne spotřeba na palubáku kecat nebo by měla zůstat přesná?
http://mmotor.sk/ - Autoservis, chiptuning, úpravy vozidiel Trnava
Prečo by nedávala ? Dáva, ake s 11mm hlavou dostaneš také isté množstvo paliva za ktaší čas kedže je vytvorený väčší tlac, niekde som čítal že
950 vs 1350 bar pri vstrekovaní (neviem či sú čísla presné)
950 vs 1350 bar pri vstrekovaní (neviem či sú čísla presné)
Octavia 2003 ASV 81kw
/ FB S764 / "J" čerpadlo / Brzdy 312mm / ASZ vedenie vzduchu / vymenik olej-voda ASZ / DPF ON 1??Kw/3??NM
VW Golf mk5 R32 3.2 VR6 BUB 184Kw 4motion
/ FB S764 / "J" čerpadlo / Brzdy 312mm / ASZ vedenie vzduchu / vymenik olej-voda ASZ / DPF ON 1??Kw/3??NM
VW Golf mk5 R32 3.2 VR6 BUB 184Kw 4motion
Rotajda ma vstrekovacie tlaky +- 220/300 BSource píše:Prečo by nedávala ? Dáva, ake s 11mm hlavou dostaneš také isté množstvo paliva za ktaší čas kedže je vytvorený väčší tlac, niekde som čítal že
950 vs 1350 bar pri vstrekovaní (neviem či sú čísla presné)
To co pises ty, je zrejme udaj pre CR
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"Well so far (almost) nobody has posted much in terms of accuracy... Here it goes.
The 10mm produces 16,500 psi of fuel pressure at 3750 rpm
The 11mm produces 19,000 psi of fuel pressure at 3750 rpm
This gets you a SIGNIFICANT bump in Fuel delivery, and peak power at all operating rpm ranges.
Smoke, an 11mm will produce more fuel, thus you have the potential to produce more of it. Matching injectors to the new pressure curve will not result in smoke and will NOT require a tune to work with the combination.
VW used the 11mm to LOWER smoke output on the Automatic TDI, they combined this with a lower flow nozzle, and still retained the 90hp output. However all this extra pressure and late timing came at a price, fuel economy.
Is a tune required, absolutely not!
The 11mm does impose more losses to the crank since the peak pressures are higher. This can reduce your fuel economy since the motor has to turn the higher load of the bigger pump.
Overall, the 11mm will produce more power no matter what nozzle combination you have. Using a stock ECU, Turbo and lets say PP764's will result in a low to no smoke combination (using a standard flow setting). Timing will have to be set at the top of the range mechanically, and the IQ value in the middle of the range at 6.2-7.0.
Stock nozzles may smoke more, the reason is simple, the nozzles are flowing slower and the injection window is trending to the late portion of the combustion stroke so you get a very rapid rise in smoke output and a drop in fuel efficiency. The key here is to use a faster flowing nozzle to inject the fuel as early as possible to mitigate smoke output and maximize fuel economy."
http://forums.tdiclub.com/showthread.ph ... 627&page=2
The 10mm produces 16,500 psi of fuel pressure at 3750 rpm
The 11mm produces 19,000 psi of fuel pressure at 3750 rpm
This gets you a SIGNIFICANT bump in Fuel delivery, and peak power at all operating rpm ranges.
Smoke, an 11mm will produce more fuel, thus you have the potential to produce more of it. Matching injectors to the new pressure curve will not result in smoke and will NOT require a tune to work with the combination.
VW used the 11mm to LOWER smoke output on the Automatic TDI, they combined this with a lower flow nozzle, and still retained the 90hp output. However all this extra pressure and late timing came at a price, fuel economy.
Is a tune required, absolutely not!
The 11mm does impose more losses to the crank since the peak pressures are higher. This can reduce your fuel economy since the motor has to turn the higher load of the bigger pump.
Overall, the 11mm will produce more power no matter what nozzle combination you have. Using a stock ECU, Turbo and lets say PP764's will result in a low to no smoke combination (using a standard flow setting). Timing will have to be set at the top of the range mechanically, and the IQ value in the middle of the range at 6.2-7.0.
Stock nozzles may smoke more, the reason is simple, the nozzles are flowing slower and the injection window is trending to the late portion of the combustion stroke so you get a very rapid rise in smoke output and a drop in fuel efficiency. The key here is to use a faster flowing nozzle to inject the fuel as early as possible to mitigate smoke output and maximize fuel economy."
http://forums.tdiclub.com/showthread.ph ... 627&page=2
Octavia 2003 ASV 81kw
/ FB S764 / "J" čerpadlo / Brzdy 312mm / ASZ vedenie vzduchu / vymenik olej-voda ASZ / DPF ON 1??Kw/3??NM
VW Golf mk5 R32 3.2 VR6 BUB 184Kw 4motion
/ FB S764 / "J" čerpadlo / Brzdy 312mm / ASZ vedenie vzduchu / vymenik olej-voda ASZ / DPF ON 1??Kw/3??NM
VW Golf mk5 R32 3.2 VR6 BUB 184Kw 4motion
Tam sa nejedna ani tak o vacsi tlak, ale celkove dopravene mnozstvo paliva pocas jedneho zdvihu piestika. Kedze objem je obsah podstavy ( plocha piesta ) x vyska ( vyska zdvihu axialnej vacky ) tak z uvedeneho vyplyva, ze cim vacsi priemer vytlacneho piestu tym vacsi prierez a tym vacsi objem teda celkove mozstvo paliva dopravene k vstrekom. A len tak mimochodom prirucka udava ze rotacne vstrekovacie cerpadlo s axilanym piestom dokaze teoreticky vyvynut vstrekovaci tlak az 1600 Bar.Source píše:Prečo by nedávala ? Dáva, ake s 11mm hlavou dostaneš také isté množstvo paliva za ktaší čas kedže je vytvorený väčší tlac, niekde som čítal že
950 vs 1350 bar pri vstrekovaní (neviem či sú čísla presné)
Vdaka za objasnenie panstvo, opat som mudrejsi
http://mmotor.sk/ - Autoservis, chiptuning, úpravy vozidiel Trnava