CED 2010 Spring Meet
02-18-2010, 12:38 AM
#1127
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not bad. better then the idiot population.
i try to preach diesel knowledge because its such a beautiful solution to our current fuel and emission situation.
the advantages of a modern diesel in pass cars is huge, this advantage would only grow as development dollars get spent.
there's no need for a BOV/DV as there is no typical throttle plate for the pressure wave to reflect off and make way back to stall the compressor.
new ones use a plate but in a progressive manor to build PR in the compressor and limit turbine speed, thus a built in exhaust brake.
quiet an efficient system.
2-dead on, now answer this. with the injection time Vs stroke position in mind, why are diesels able to run "unlimited" boost with no fear of detonation?
3- think of why they stop makeing power.....whats the root cause?
this thread is gonna cover soooooooo many things!!!
i try to preach diesel knowledge because its such a beautiful solution to our current fuel and emission situation.
the advantages of a modern diesel in pass cars is huge, this advantage would only grow as development dollars get spent.
there's no need for a BOV/DV as there is no typical throttle plate for the pressure wave to reflect off and make way back to stall the compressor.
new ones use a plate but in a progressive manor to build PR in the compressor and limit turbine speed, thus a built in exhaust brake.
quiet an efficient system.
2-dead on, now answer this. with the injection time Vs stroke position in mind, why are diesels able to run "unlimited" boost with no fear of detonation?
3- think of why they stop makeing power.....whats the root cause?
this thread is gonna cover soooooooo many things!!!
02-18-2010, 12:58 AM
#1129
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yup, now VW, Chrysler, GM, and Ford are using it to meet the newest Diesel emissions. You can not have more than .02 of a gram per brake HP, until 2007, you could have 2.0 and before 1997 you could have 5.0 grams per brake HP. The introduction of Catylitic converters, Diesel particulate filters and now Urea injection in combination with Ultra Low Sulfur Diesel fuel is what lowers the levels. All these emission componets kill HP. Cummins had to boost its displace ment from 5.9L to 6.7L just to maintain the same HP and TQ as the 5.9
02-18-2010, 01:05 AM
#1131
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the meet is on friday and saturday.
it would be completely pointless if we leave friday. we'd drive all day, and miss the friday part of the meet. we HAVE to leave thursday if we want to be involved in anything.
i'm gunna slap you little piece of... poo.
02-18-2010, 01:34 AM
#1134
Haz l33t wheelz.
02-18-2010, 01:52 AM
#1135
Senior Member
02-18-2010, 08:54 AM
#1136
Senior Member
yup, now VW, Chrysler, GM, and Ford are using it to meet the newest Diesel emissions. You can not have more than .02 of a gram per brake HP, until 2007, you could have 2.0 and before 1997 you could have 5.0 grams per brake HP. The introduction of Catylitic converters, Diesel particulate filters and now Urea injection in combination with Ultra Low Sulfur Diesel fuel is what lowers the levels. All these emission componets kill HP. Cummins had to boost its displace ment from 5.9L to 6.7L just to maintain the same HP and TQ as the 5.9
the cummins ISX and the new intrnational line all do SCR thru excessive EGR. IMO better way as there is not magic fluid that needs to be used.
amaericans dont mantain there vheicales for ****, thus people wont fill the tank and they'll be shitt-outta-luck and real unhappy at diesel....again.
diesels essentially operate off detonation don't they?
Diesels are limited to lower RPM's because the fuel needs to vaporize. Diesel does not combust like gasoline does. When diesel is injected into the motor, the surface of the droplet vaporizes because of the extreme heat, and starts to burn, creating a chain reaction. This process takes a relatively long amount of time, so a diesel has a maximum RPM limit to allow the fuel to vaporize and burn completely.
If that makes sense.
Diesels are limited to lower RPM's because the fuel needs to vaporize. Diesel does not combust like gasoline does. When diesel is injected into the motor, the surface of the droplet vaporizes because of the extreme heat, and starts to burn, creating a chain reaction. This process takes a relatively long amount of time, so a diesel has a maximum RPM limit to allow the fuel to vaporize and burn completely.
If that makes sense.
has some one been working there google / wiki skills? last time i checked, i had never seen you talk about droplet size, and what is in effect flame fronts.
Last edited by 06black; 02-18-2010 at 08:54 AM. Reason: Automerged Doublepost
02-18-2010, 10:14 AM
#1138
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02-18-2010, 11:13 AM
#1140
Haz l33t wheelz.
they kept the power up, but on a chassis dyno, they are about 80-100lb/ft down and 400revs later.
the cummins ISX and the new intrnational line all do SCR thru excessive EGR. IMO better way as there is not magic fluid that needs to be used.
amaericans dont mantain there vheicales for ****, thus people wont fill the tank and they'll be shitt-outta-luck and real unhappy at diesel....again.
lol, dead on Will!
has some one been working there google / wiki skills? last time i checked, i had never seen you talk about droplet size, and what is in effect flame fronts.
the cummins ISX and the new intrnational line all do SCR thru excessive EGR. IMO better way as there is not magic fluid that needs to be used.
amaericans dont mantain there vheicales for ****, thus people wont fill the tank and they'll be shitt-outta-luck and real unhappy at diesel....again.
lol, dead on Will!
has some one been working there google / wiki skills? last time i checked, i had never seen you talk about droplet size, and what is in effect flame fronts.
i understand more than i pretend to. i like to ask basic questions to get discussions going because i like the information
02-18-2010, 11:16 AM
#1141
Senior Member
