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+--- Thread: Pictures and info about securing the cam and crank sprockets. (/showthread.php?tid=6837)
RE: Pictures and info about securing the cam and crank sprockets. - barrote - 09-02-2016
hehe fuel and NOx,
in aviation in some places it is used something called "wide cut fuel" basically is querosene (diesel) and avgas (100 oct gasoline) that will make your flame fast....
The RSF governor or rpm limit is not a injection factor irespective of what people say, the rpm cut off in the governor maybe dealth with , actually it also maybe disabled , along with the tq capsule cut off.
i have made pumps wich can´t cope with 6000rpm full fuel output , i have seen some sincronised more or less 20cc and had done some for special cliants wich have 3500rpm in the bench 150cc +- 5cc output, and starting to cut by 3700 rpm.
basically the M EDC is the same architecture so same problems and same corrections.
Other day seen a vídeo of a 1000hp 606 by dieselmeken and his friends, and it was turning at 6500 , so they are able to make power at those rpm. how and for how long ... did not see that on the vid.
RE: Pictures and info about securing the cam and crank sprockets. - whipplem104 - 09-02-2016
I would like a link to the 1000hp video. Is it on a dyno?
RE: Pictures and info about securing the cam and crank sprockets. - baldur - 09-02-2016
(09-02-2016, 08:51 AM)barrote hehe fuel and NOx,
in aviation in some places it is used something called "wide cut fuel" basically is querosene (diesel) and avgas (100 oct gasoline) that will make your flame fast....
The RSF governor or rpm limit is not a injection factor irespective of what people say, the rpm cut off in the governor maybe dealth with , actually it also maybe disabled , along with the tq capsule cut off.
i have made pumps wich can´t cope with 6000rpm full fuel output , i have seen some sincronised more or less 20cc and had done some for special cliants wich have 3500rpm in the bench 150cc +- 5cc output, and starting to cut by 3700 rpm.
basically the M EDC is the same architecture so same problems and same corrections.
Other day seen a vídeo of a 1000hp 606 by dieselmeken and his friends, and it was turning at 6500 , so they are able to make power at those rpm. how and for how long ... did not see that on the vid.
Yes there is one factor at play at high RPM, the elements may be unable to fill properly between injection events at high RPM. The fix is increased fuel pressure.
RE: Pictures and info about securing the cam and crank sprockets. - barrote - 09-02-2016
i´ll try to remembre where i saw that thing going on ....
https://www.youtube.com/watch?v=cS60QRf8X_s
thats a vid , and a vid is a vid
RE: Pictures and info about securing the cam and crank sprockets. - baldur - 09-02-2016
That's 1000hp between the two engines, making 500hp each
RE: Pictures and info about securing the cam and crank sprockets. - EvoPeter - 09-02-2016
Well, i have tried 7mm Ford Transit element, 7,5mm Dieselmeken and 8mm Pekka Herlevi. Today i ordered a DSL1 from Baldur and going to send a EDC pump to Dieselmeken for the winter upgrade.
Today i run with original return from pump and a Holley Red 0,5bar pump for V8 carbureator engine.
RE: Pictures and info about securing the cam and crank sprockets. - barrote - 09-02-2016
(09-02-2016, 10:53 AM)baldur(09-02-2016, 08:51 AM)barrote hehe fuel and NOx,
in aviation in some places it is used something called "wide cut fuel" basically is querosene (diesel) and avgas (100 oct gasoline) that will make your flame fast....
The RSF governor or rpm limit is not a injection factor irespective of what people say, the rpm cut off in the governor maybe dealth with , actually it also maybe disabled , along with the tq capsule cut off.
i have made pumps wich can´t cope with 6000rpm full fuel output , i have seen some sincronised more or less 20cc and had done some for special cliants wich have 3500rpm in the bench 150cc +- 5cc output, and starting to cut by 3700 rpm.
basically the M EDC is the same architecture so same problems and same corrections.
Other day seen a vídeo of a 1000hp 606 by dieselmeken and his friends, and it was turning at 6500 , so they are able to make power at those rpm. how and for how long ... did not see that on the vid.
Yes there is one factor at play at high RPM, the elements may be unable to fill properly between injection events at high RPM. The fix is increased fuel pressure.
most often it works , sometimes is not only that.... can be fixed easyly but is costly, time and money....
most often it works , sometimes is not only that.... can be fixed easyly but is costly, time and money....
About the video, well never remembered that sum of events heheh , but i know they work on a twin turbo set up wich was suposed to reach the 4 digit figures.... maybe i dream too much.
RE: Pictures and info about securing the cam and crank sprockets. - Turbo - 09-02-2016
(09-02-2016, 12:11 PM)EvoPeter Well, i have tried 7mm Ford Transit element, 7,5mm Dieselmeken and 8mm Pekka Herlevi. Today i ordered a DSL1 from Baldur and going to send a EDC pump to Dieselmeken for the winter upgrade.
Today i run with original return from pump and a Holley Red 0,5bar pump for V8 carbureator engine.
last I spoke with diesel meken edc super pump will only put out 200cc...
RE: Pictures and info about securing the cam and crank sprockets. - baldur - 09-02-2016
(09-02-2016, 08:51 AM)barrote hehe fuel and NOx,
in aviation in some places it is used something called "wide cut fuel" basically is querosene (diesel) and avgas (100 oct gasoline) that will make your flame fast....
The RSF governor or rpm limit is not a injection factor irespective of what people say, the rpm cut off in the governor maybe dealth with , actually it also maybe disabled , along with the tq capsule cut off.
i have made pumps wich can´t cope with 6000rpm full fuel output , i have seen some sincronised more or less 20cc and had done some for special cliants wich have 3500rpm in the bench 150cc +- 5cc output, and starting to cut by 3700 rpm.
basically the M EDC is the same architecture so same problems and same corrections.
Other day seen a vídeo of a 1000hp 606 by dieselmeken and his friends, and it was turning at 6500 , so they are able to make power at those rpm. how and for how long ... did not see that on the vid.
(09-02-2016, 03:34 PM)Turbo(09-02-2016, 12:11 PM)EvoPeter Well, i have tried 7mm Ford Transit element, 7,5mm Dieselmeken and 8mm Pekka Herlevi. Today i ordered a DSL1 from Baldur and going to send a EDC pump to Dieselmeken for the winter upgrade.
Today i run with original return from pump and a Holley Red 0,5bar pump for V8 carbureator engine.
last I spoke with diesel meken edc super pump will only put out 200cc...
When not using the factory ECU, it is possible to move the idle fuelling to a smaller rack travel, gaining more fuel up top. A skilled tuner can probably achieve this on the factory ECU as well.
Dieselmeken has in the past created EDC superpumps in such a way that they will start and idle on the stock ECU without modification, this means the rack travel at idle must be close to unchanged.
It may also be possible to alter the solenoid to allow more travel.
RE: Pictures and info about securing the cam and crank sprockets. - EvoPeter - 09-02-2016
(09-02-2016, 03:34 PM)Turbo(09-02-2016, 12:11 PM)EvoPeter Well, i have tried 7mm Ford Transit element, 7,5mm Dieselmeken and 8mm Pekka Herlevi. Today i ordered a DSL1 from Baldur and going to send a EDC pump to Dieselmeken for the winter upgrade.
Today i run with original return from pump and a Holley Red 0,5bar pump for V8 carbureator engine.
last I spoke with diesel meken edc super pump will only put out 200cc...
Will tell him that i run aftermarket ECU.
EDIT: Wanna try new things and i like computer in cars. Gives me more feel of controll.
RE: Pictures and info about securing the cam and crank sprockets. - barrote - 09-02-2016
[quote pid='82731' dateline='1472849040']
When not using the factory ECU, it is possible to move the idle fuelling to a smaller rack travel, gaining more fuel up top. A skilled tuner can probably achieve this on the factory ECU as well.
Dieselmeken has in the past created EDC superpumps in such a way that they will start and idle on the stock ECU without modification, this means the rack travel at idle must be close to unchanged.
It may also be possible to alter the solenoid to allow more travel.
[/quote]
It is possible to do all that...
It is possible to set "0" fuel output at 1mm rack (it is needed to stop engine and off throtle deceleration)
it is impossible to maintain 2000mV from LPVR but if tunner does not need rack feedback position or can work with 1500mV that is not a problem.
Max rack travel can be set to 22mm too, it is just necessary to swap some parts from a older mechanichal M and grind some space for the rack lever to move that much , nothing a pump builder can´t do.
As long as the tunner can add 6 volt to the magnet it will travel to the end... if not a lower force spring can be istalled so that 4.5v gives full rack , if it works well in he end well only trying we can found out....
RE: Pictures and info about securing the cam and crank sprockets. - Turbo - 09-03-2016
(09-02-2016, 03:51 PM)EvoPeter(09-02-2016, 03:34 PM)Turbo(09-02-2016, 12:11 PM)EvoPeter Well, i have tried 7mm Ford Transit element, 7,5mm Dieselmeken and 8mm Pekka Herlevi. Today i ordered a DSL1 from Baldur and going to send a EDC pump to Dieselmeken for the winter upgrade.
Today i run with original return from pump and a Holley Red 0,5bar pump for V8 carbureator engine.
last I spoke with diesel meken edc super pump will only put out 200cc...
Will tell him that i run aftermarket ECU.
EDIT: Wanna try new things and i like computer in cars. Gives me more feel of controll.
that is with after market ecu as we discussed...
RE: Pictures and info about securing the cam and crank sprockets. - Turbo - 09-03-2016
(09-02-2016, 04:52 PM)barrote [quote pid='82731' dateline='1472849040']
When not using the factory ECU, it is possible to move the idle fuelling to a smaller rack travel, gaining more fuel up top. A skilled tuner can probably achieve this on the factory ECU as well.
Dieselmeken has in the past created EDC superpumps in such a way that they will start and idle on the stock ECU without modification, this means the rack travel at idle must be close to unchanged.
It may also be possible to alter the solenoid to allow more travel.
It is possible to do all that...
It is possible to set "0" fuel output at 1mm rack (it is needed to stop engine and off throtle deceleration)
it is impossible to maintain 2000mV from LPVR but if tunner does not need rack feedback position or can work with 1500mV that is not a problem.
Max rack travel can be set to 22mm too, it is just necessary to swap some parts from a older mechanichal M and grind some space for the rack lever to move that much , nothing a pump builder can´t do.
As long as the tunner can add 6 volt to the magnet it will travel to the end... if not a lower force spring can be istalled so that 4.5v gives full rack , if it works well in he end well only trying we can found out....
[/quote]
Well above is very interesting indeed but another thing
Characteristic of compression ignition engines, is the IDI different than the DI engine regarding time delay in ignition of the flame?
let say for simplicity time delay is 1ms and same at any rpm, that means for 1000rpm injection need to be 6 degrees earlier than actual ignition,
and at 6000 rpm it has now increased to 36 degrees and so on.
The mechanism at the injection pump wheel in om606.xxx is suppose to alter injection earlier with rpm, right? how much and for how much up in rpm does it work?
And not to forget the dilemma when rpm is risen so much that even if injection is earlier, the temperature may not be high enough to even start the self ignition.. this come from that you get so fare from BTDC that the air in the cylinder is not compressed enough and by that temperature has not risen enough to self ignite the fuel. This will be a limiting factor that limit your rpm and by that your HP
Wrong?
RE: Pictures and info about securing the cam and crank sprockets. - barrote - 09-03-2016
u supose thats true,
what is not so truth is the advance in a MB IDI engine wich is at his most advanced position at 3000RPM.
The advance in DI low press , is nothing dificult to achieve, is about 6º degrees around idle and advances to a max of 8/10 . no so dificult as a IDI. and we can copy from a TDI , and is posible to use a VE pump too , and VE´s have the advance inside the pump based in case transfer press.
and if u like computers u can use a VP37 like the stock engine.