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NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
This contrasts with the more modern method
of having a separate fuel pump (or set of pumps) which supplies fuel constantly
at high pressure to each injector. Each injector then has a solenoid which
is operated by an electronic control unit, which enables more accurate control
of injector opening times that depend on other control conditions, such as
engine speed and loading, resulting in better engine performance and fuel
economy.
This design is also mechanically
simpler than the combined pump and valve design, making it generally more
reliable, and less noisy, than its mechanical counterpart.
Both mechanical and electronic injection
systems can be used in either direct or indirect injection configurations.
Indirect injection of Diesel Engines
An indirect injection diesel
engine delivers fuel into a chamber off the combustion chamber, called a prechamber,
where combustion begins and then spreads into the main combustion chamber,
assisted by turbulence created in the chamber. This system allows smoother,
quieter running, and because combustion is assisted by turbulence, injector
pressures can be lower, which in the days of mechanical injection systems
allowed high-speed running suitable for road vehicles (typically up to speed
of around 4,000 rpm).
The prechamber had the disadvantage of increasing
heat loss to the engine's cooling system and restricting the combustion burn,
which reduced the efficiency by between 5-10% in comparison to a direct injection
engine, and nearly all require some form of cold-start device such as glow
plugs. Indirect injection engines were used widely in small-capacity high-speed
diesel engines in automotive, marine and construction uses from the 1950s,
until direct-injection technology advanced in the 1980s.
Indirect
injection engines are cheaper to build and it is easier to produce smooth,
quiet running vehicles with a simple mechanical system, so such engines
are still often used in applications which carry less stringent emissions
controls than road-going vehicles, such as small marine engines, generators,
tractors, and pumps. With electronic injection systems, indirect injection
engines are still used in some road-going vehicles, but most prefer the greater
efficiency of direct injection.
During the development of the high-speed
diesel engine in the 1930s, various engine manufacturers developed their own
type of pre-combustion chamber. Some, such as Mercedes, had complex internal
designs. Others, such as the Lanova pre-combustion chamber, used a mechanical
system to adjust the shape of the chamber for starting and running conditions.
However, the most commonly-used design turned
out to be the 'Comet' series of swirl chambers developed by Harry Ricardo,
using a two-piece spherical chamber with a narrow 'throat' to induce turbulence.
Most European manufacturers of high-speed diesel engines used Comet-type chambers
or developed their own versions (Mercedes stayed with their own design for
many years), and this trend continues with current indirect-injection engines.
Direct injection of Diesel Engines
Modern diesel engines make use of one of
the following direct injection methods:
Distributor pump direct injection of Diesel Engines
The first incarnations of direct injection diesels
used a rotary pump much like indirect injection diesels; however the injectors were mounted in the top of the combustion chamber
rather than in a separate pre-combustion chamber. Examples are vehicles such
as the Ford Transit and the Austin Rover Maestro and Montego with their Perkins
Prima engine.
The problem with these vehicles
was the harsh noise that they made and particulate (smoke) emissions. This
is the reason that in the main this type of engine was limited to commercial
vehicles— the notable exceptions being the Maestro, Montego and Fiat Croma
passenger cars. Fuel consumption was about fifteen to twenty percent lower
than indirect injection diesels, which for some buyers was enough to compensate
for the extra noise.
One of the
first small-capacity, mass-produced direct-injection engines that could be
called refined was developed by the Rover Group.[citation needed]
The '200Tdi' 111 hp] 2.5-litre four-cylinder turbodiesel was used by Land
Rover in their vehicles from 1989, and the engine used an aluminum cylinder
head, Bosch two-stage injection and multi-phase glow plugs to produce a smooth-running
and economical engine while still using mechanical fuel injection.
This type of engine was transformed by electronic
control of the injection pump, pioneered by Volkswagen Audi group with the
Audi 100 TDI introduced in 1989. The injection pressure was still only around
300 bar, but the injection timing, fuel quantity, exhaust gas recirculation
and turbo boost were all electronically controlled.
This gave much more precise control of these
parameters which made refinement much more acceptable and emissions acceptably
low. Fairly quickly the technology trickled down to more mass market vehicles
such as the Mark 3 Golf TDI where it proved
to be very popular. These cars were both more economical and more powerful
than indirect injection competitors of their day.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
Common rail direct injection of Diesel Engines
In older diesel engines, a distributor-type
injection pump, regulated by the engine, supplies bursts of fuel to injectors
which are simply nozzles through which the diesel is sprayed into the engine's
combustion chamber.
In common rail systems, the distributor
injection pump is eliminated. Instead an extremely high pressure pump stores
a reservoir of fuel at high pressure - up to 1,800 bar (180 MPa, 26,000 psi)
- in a "common rail", basically a tube which in turn branches off
to computer-controlled injector valves, each of which contains a precision-machined
nozzle and a plunger driven by a solenoid, or even by piezo-electric actuators
(now employed by Mercedes for example, in their high power output 3.0L V6
common rail diesel).
Most European automakers have
common rail diesels in their model lineups, even for commercial vehicles.
Some Japanese manufacturers, such as Toyota,
Nissan and recently Honda, have also developed common rail diesel engines.
Different car makers refer to their common
rail engines by different names, e.g. DaimlerChrysler's CDI, Ford Motor Company's
TDCi (most of these engines are manufactured by PSA), Fiat Group's (Fiat,
Alfa Romeo and Lancia) JTD, Renault's dCi, GM/Opel's CDTi (most of these engines
are manufactured by Fiat, other by Isuzu), Hyundai's CRDi, Mitsubishi's DI-D,
PSA Peugeot Citroën's HDi (Engines for commercial diesel vehicles are made
by Ford Motor Company), Toyota's D-4D, and so on.
Unit direct injection of Diesel Engines
Unit direct
injection also injects fuel directly into the cylinder of the engine. However, in this system the injector and the pump are combined into
one unit positioned over each cylinder. Each cylinder thus has its own pump,
feeding its own injector, which prevents pressure fluctuations and allows
more consistent injection to be achieved.
This type of injection system, also developed
by Bosch, is used by Volkswagen AG in cars (where it is called a Pumpe-Düse-System
- literally "pump-nozzle system") and by Mercedes Benz (PLD) and most major diesel engine manufacturers
in large commercial engines (CAT, Cummins, Detroit Diesel). With recent advancements, the pump pressure
has been raised to 2,050 bar (205 MPa), allowing injection parameters similar
to common rail systems.
Hypodermic injection
injury hazard of Diesel Engines
Because many diesel engine
fuel injection systems operate at extremely high pressure, there is a risk
of injury by hypodermic injection of fuel, if the fuel injector is removed
from its seat and operated in open air.
Types of diesel engines
Early diesel engines
Rudolph Diesel intended his engine to replace
the steam engine as the primary power source for industry. As such diesel
engines in the late 19th- and early 20th-centuries used the same basic layout
and form as industrial steam engines, with long-bore cylinders, external valve
gear, cross-head bearings and an open crankshaft connected to a large flywheel.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
Smaller engine would be built with vertical
cylinders, whilst most medium- and large-sized industrial engines were built
with horizontal cylinders, just as steam engines had been. Engines could be
built with more than one cylinder in both cases. The largest early diesels
resembled the triple-expansion reciprocating steam engine, being tens of feet
high with vertical cylinders arranged in-line.
These early
engines ran at very slow speeds- partly due to the limitations of their air-blast
injector equipment and partly so they would be compatable with the majority
of industrial equipment designed for steam engines- speed ranges of
between 100 and 300 RPM were common. Engines
were usually started by allowing compressed air into the cylinders to turn
the engine, although smaller engines could be started by hand.
In the early decades of the
20th century, when large diesel engines were first being fitted to ships,
the engines took a form similar to the compound steam engines common at the
time, with the piston being connected to the connecting rod via a crosshead
bearing. Following steam engine practice, double-acting 4-stroke diesel engines
were constructed to increase power output, with combustion taking place on
both sides of the piston, with two sets of valve gear and fuel injection.
This system also meant that the engine's
direction of rotation could be reversed by altering the injector timing. This
meant the engine could be coupled directly to the propeller without the need
for a gearbox. Whilst producing large amounts of power and being very efficient,
the double-acting diesel engine's main problem was producing a good seal where
the piston rod passed through the bottom of the lower combustion chamber to
the crosshead bearing.
By the 1930s it was found easier and more reliable
to fit turbochargers to the engines, although crosshead
bearings are still used to reduce the stress on the crankshaft bearings in
large long-stroke cathedral engines.
Modern diesel engines
There are two classes of diesel (and gasoline)
engines: two-stroke and four-stroke. Most diesels generally use the four-stroke
cycle, with some larger diesels operating on the two-stroke cycle, mainly
the huge engines in ships (see also Nissan UD3, UD4 and UD6 engine series).
Most modern locomotives use a two-stroke diesel mated to a generator, which
produces current to drive electric motors, eliminating the need for a transmission.
To achieve operational pressure
in the cylinders, two-stroke diesels must utilize forced aspiration from either
a turbocharger or supercharger. Diesel two-strokes are ideal for such applications
because of their high power density--with twice as many power strokes per
crankshaft revolution compared to a four-stroke, they are capable of producing
much more power per displacement.
Normally, banks of cylinders are used in
multiples of two, although any number of cylinders can be used as long as
the load on the crankshaft is counterbalanced to prevent excessive vibration.
The inline-6 is the most prolific in medium- to heavy-duty engines, though
the V8 and straight-4 are also common.
Small-capacity
engines (generally considered to be those below 5 litres in capacity) are
generally 4- or 6-cylinder types, with the 4-cylinder being the most
common type found in automotive uses. 5-cylinder diesel engines have also
been produced, being a compromise between the smooth running of the 6-cylinder
and the space-efficient dimensions of the 4-cylinder. Diesel engines for smaller
plant machinery, boats, tractors, generators and pumps may be 4-, 3-, 2-cylinder
types, with the single cylinder diesel engine remaining for light stationary
work.
The desire to improve the diesel engine's
power-to-weight ratio produced several novel cylinder arrangements to extract
more power from a given capacity. The Napier Deltic engine, with three cylinders
arranged in a triangular formation, each containing two opposed-action pistons,
the whole engine having three crankshafts, is one of the better known.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
The Commer van company of the United Kingdom developed a similar
design for road vehicles. The Commer engine had 3 horizontal in-line cylinders,
each with two opposed action pistons and the engine had two crankshafts. Whilst
both these designs succeeded in producing greater power for a given capacity,
they were complex and expensive to produce and operate, and when turbocharger
technology improved in the 1960s this was found to be a much more reliable
and simple way of extracting more power.
As a footnote, prior to 1949, Sulzer started
experimenting with two-stroke engines with boost pressures as high as 6 atmospheres,
in which all of the output power was taken from an exhaust turbine. The two-stroke
pistons directly drove air compressor pistons to make a positive displacement
gas generator.
Opposed pistons were connected by linkages
instead of crankshafts. Several of these units could be connected together
to provide power gas to one large output turbine. The overall thermal efficiency
was roughly twice that of a simple gas turbine. (Source Modern High-Speed
Oil Engines Volume II by C. W. Chapman published by The Caxton Publishing
Co. Ltd. reprinted in July 1949)
Carbureted compression ignition model engines
Simple compression
ignition engines are made for model propulsion. This is quite
similar to the typical glow-plug engine that runs on a mixture of methanol
(methyl alcohol) and lubricant (typically castor oil) (and occasionally nitro-methane
to improve performance) with a hot wire filament to provide ignition.
Rather than containing a glow
plug the head has an adjustable contra piston above the piston, forming the
upper surface of the combustion chamber. This contra piston is restrained
by an adjusting screw controlled by an external lever (or sometimes by a removable
hex key). The fuel used contains ether, which is highly volatile and has an
extremely low flash point, combined with kerosene and a lubricant plus a very
small proportion (typically 2%) of ignition improver such as Amyl nitrate
or preferably Isopropyl nitrate nowadays.
The engine is started by reducing the compression
and setting the spray bar mixture rich with the adjustable needle valve, gradually
increasing the compression while cranking the engine. The compression is increased
until the engine starts running. The mixture can then be leaned out and the
compression increased. Compared to glow plug engines, model diesel engines
exhibit much higher fuel economy, thus increasing endurance for the amount
of fuel carried. They also exhibit higher torque, enabling the turning of
a larger or higher pitched propeller at slower speed.
Since the combustion occurs well before
the exhaust port is uncovered, these engines are also considerably quieter
(when unmuffled) than glow-plug engines of similar displacement. Compared
to glow plug engines, model diesels are more difficult to throttle over a
wide range of powers, making them less suitable for radio control models than
either two or four stroke glow-plug engines although this difference is claimed
to be less noticeable with the use of modern schneurle-ported engines.
What
You Should Know About the Diesel Engine's Performance Increase
1862: Nicolaus Otto develops his coal gas
engine, similar to a modern gasoline engine.
1891: Herbert Akroyd Stuart, of Bletchley
perfects his oil engine, and leases rights to Hornsby of England to build
engines. They build the first cold start, compression ignition engines.
1892: Hornsby engine No. 101 is built and
installed in a waterworks. It is now in the MAN truck museum in Northern England.
1892: Rudolf Diesel develops his Carnot
heat engine type motor which burnt powdered coal dust. He is employed by refrigeration
genius Carl von Linde, then Munich iron manufacturer
MAN AG, and later by the Sulzer engine company of Switzerland. He borrows ideas
from them and leaves a legacy with all firms.
1892: John Froelich builds his first oil
engine powered farm tractor.
1894: Witte, Reid, and Fairbanks start building
oil engines with a variety of ignition systems.
1896: Hornsby builds diesel tractors and
railway engines.
1897: Winton produces and drives the first
US built gas automobile;
he later builds diesel plants.
1897: Mirrlees, Watson & Yaryan build
the first British diesel engine under license from Rudolf Diesel. This is
now displayed in the Science Museum at South Kensington, London.
1898: Busch installs a Rudolf Diesel type
engine in his brewery in St. Louis. It is the first
in the United States. Rudolf Diesel
perfects his compression start engine, patents, and licences it. This engine,
pictured above, is in a German museum.
1899: Diesel licences his engine to builders
Burmeister & Wain, Krupp, and Sulzer, who become famous builders.
1902: F. Rundlof invents the two-stroke
crankcase, scavenged hot bulb engine.
1902: A company named Forest City started manufacturing
diesel generators.
1903: Ship Gjoa transits the ice-filled
Northwest Passage, aided with a Dan kerosene engine.
1904: French build the first diesel submarine,
the Z.
1908: Bolinder-Munktell starts building
two stroke hot-bulb engines.
1912: First diesel ship MS Selandia is built.
SS Fram, polar explorer Amundsen’s flagship, is converted to a AB Atlas diesel.
1913: Fairbanks Morse starts building
its Y model semi-diesel engine. US Navy submarines use NELSECO units.
1914: German U-Boats are powered by MAN
diesels. War service proves engine's reliability.
1920s: Fishing fleets convert to oil engines.
Atlas-Imperial of Oakland, Union, and Lister diesels
appear.
1924: First diesel trucks appear.
1928: Canadian National Railways employ
a diesel shunter in their yards.
1930s: Clessie Cummins starts with Dutch
diesel engines, and then builds his own into trucks and a Duesenberg luxury
car at the Daytona speedway.
1930s: Caterpillar starts building diesels
for their tractors.
1933: Citroën introduced the Rosalie, a
passenger car with the world’s first commercially available diesel engine
developed with Harry Ricardo.
1934: General Motors starts a GM diesel
research facility. It builds diesel railroad engines—The Pioneer Zephyr—and
goes on to found the General Motors Electro-Motive Division, which becomes
important building engines for landing craft and tanks in the Second World
War. GM then applies this knowledge to market control with its famous Green
Leakers for buses and railroad engines.
1936: Mercedes-Benz builds the 260D diesel
car. A.T.S.F inaugurates the diesel train Super Chief.
1936: Airship Hindenburg is powered by diesel
engines.
Emissions of the Diesel Engine Diesel engines produce very
little carbon monoxide as they burn the fuel in excess air even
at full load, at which point the quantity of fuel injected per cycle
is still about 50% lean of stoichiometric. However, they can produce
black soot (or more specifically diesel particulate matter) from
their exhaust, which consists of unburned carbon compounds. This
is often caused by worn injectors, which do not atomize the fuel
sufficiently, or a faulty engine management system which allows
more fuel to be injected than can be burned completely in the available
time.
The full load limit of a diesel engine in
normal service is defined by the "black smoke limit", beyond which
point the fuel cannot be completely combusted; as the "black smoke limit"
is still considerably lean of stoichiometric it is possible to obtain more
power by exceeding it, but the resultant inefficient combustion means that
the extra power comes at the price of reduced combustion efficiency, high
fuel consumption and dense clouds of smoke, so this is only done in specialised
applications (such as tractor pulling) where these disadvantages are of little
concern.
Likewise, when starting from cold, the engine's
combustion efficiency is reduced because the cold engine block draws heat
out of the cylinder in the compression stroke. The result is that fuel is
not combusted fully, resulting in blue/white smoke and lower power outputs
until the engine has warmed through.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
This is especially the case with in-direct
injection engines which are less thermally efficient. With electronic injection,
the timing and length of the injection sequence can be altered to compensate
for this. Older engines with mechanical injection can have manual control
to alter the timing, or multi-phase electronically-controlled glow plugs,
that stay on for a period after start-up to ensure clean combustion- the plugs
are automatically switched to a lower power to prevent them burning out.
Particles
of the size normally called PM10 (particles of 10 micrometres or smaller)
have been implicated in health problems, especially in
cities. Some modern diesel engines feature diesel particulate filters, which
catch the black soot and when saturated are automatically regenerated by burning
the particles. Other problems associated with the exhaust gases (nitrogen
oxides, sulfur oxides) can be mitigated with further investment and equipment;
some diesel cars now have catalytic converters in the exhaust.
Power and torque of Diesel Engines
For commercial uses requiring
towing, load carrying and other tractive tasks, diesel engines tend to have
more desirable torque characteristics. Diesel engines tend to have their torque
peak quite low in their speed range (usually between 1600–2000 rpm for a small-capacity
unit, lower for a larger engine used in a truck).
This provides smoother control over heavy
loads when starting from rest, and crucially allows the diesel engine to be
given higher loads at low speeds than a petrol/gasoline engine, which makes
them much more economical for these applications. This characteristic is not
so desirable in private cars, so most modern diesels used in such vehicles
use electronic control, variable geometry turbochargers and shorter piston
strokes to achieve a wider spread of torque over the engine's speed range,
typically peaking at around 2500–3000 rpm.
Reliability of Diesel Engines
The lack of an electrical ignition system greatly
improves the reliability. The high durability
of a diesel engine is also due to its overbuilt nature (see above) as well
as the diesel's combustion cycle, which creates less-violent changes in pressure
when compared to a spark-ignition engine, a benefit that is magnified by the
lower rotating speeds in diesels. Diesel fuel is a better lubricant than gasoline
so is less harmful to the oil film on piston rings and cylinder bores; it
is routine for diesel engines to cover 250,000 miles (400 000 km) or more
without a rebuild.
Unfortunately, due to the greater compression
force required and the increased weight of the stronger components, starting
a diesel engine is a harder task. More torque is required to push the engine
through compression.
Either an electrical starter or an air start
system is used to start the engine turning. On large engines, pre-lubrication
and slow turning of an engine, as well as heating, are required to minimize
the amount of engine damage during initial start-up and running. Some smaller
military diesels can be started with an explosive cartridge, called a Coffman
starter, which provides the extra power required to get the machine turning.
In the past, Caterpillar and John Deere
used a small gasoline pony motor in their tractors to start the primary diesel
motor. The pony motor heated the diesel to aid in ignition and utilized a
small clutch and transmission to actually spin up the diesel engine. Even
more unusual was an International Harvester design in which the diesel motor
had its own carburetor and ignition system, and started on gasoline.
Once warmed up, the operator moved two levers
to switch the motor to diesel operation, and work could begin. These engines
had very complex cylinder heads (with their own gasoline combustion chambers)
and in general were vulnerable to expensive damage if special care was not
taken (especially in letting the engine cool before turning it off).
As mentioned
above, diesel engines tend to have more torque at lower engine speeds than
gasoline engines. However, diesel engines tend to have a
narrower power band than gasoline engines. Naturally-aspirated diesels tend
to lack power and torque at the top of their speed range. This narrow band
is a reason why a vehicle such as a truck may have a gearbox with as many
as 16 or more gears, to allow the engine's power to be used effectively at
all speeds. Turbochargers tend to improve power at high engine speeds, superchargers
do the same at lower speeds, and variable geometry turbochargers improve the
engine's performance equally (or make the torque curve flatter).
Quality and variety of fuels of Diesel Engines
Petrol/gasoline engines are
limited in the variety and quality of the fuels they can burn. Older petrol
engines fitted with a carburetor required a volatile fuel that would vaporise
easily to create the necessary fuel/air mix for combustion. Because both air
and fuel is admitted to the cylinder, if the compression ratio of the engine
is too high or the fuel too volatile (with too low an octane rating), the
fuel will ignite under compression, in a similar fashion to in a diesel engine,
before the piston reaches the top of its stroke.
This pre-ignition causes a power loss and
over time major damage to the piston and cylinder. The need for a fuel that
is volatile enough to vaporise but not too volatile (to avoid pre-ignition)
means that petrol engines will only run on a narrow range of fuels. There
has been some success at dual-fuel engines that use gasoline/Ethanol, gasoline/Propane,
and gasoline/Methane.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
In diesel engines, a mechanical injector
system vaporises the fuel (instead of a Venturi jet in a carburetor as in
a petrol engine). This forced vaporisation means that less volatile fuels
can be used. More crucially, because only air is inducted into the cylinder
in a diesel engine, the compression ratio can be much higher as there is no
risk of pre-ignition provided the injection process is accurately timed. This
means that cylinder temperatures are much higher in a diesel engine than a
petrol engine allowing less combustible fuels to be used.
Diesel fuel
is a form of light fuel oil, very similar to kerosene, but diesel engines,
especially older or simple designs that lack precision electronic injection
systems, can run on a wide variety of other fuels. One of the most common
alternatives is vegetable oil from a very wide variety of plants. Some engines
can be run on vegetable oil without modification, and most others require
fairly basic alterations.
Bio-diesel is a pure diesel fuel refined
from vegetable oil and can be used in nearly all diesel engines. The only
limits on the fuels used in diesel engines are the ability of the fuel to
flow along the fuel lines and the ability of the fuel to lubricate the injector
pump and injectors adequately.
Most large marine diesels (often called
cathedral engines due to their size) run on heavy fuel oil (sometimes called
"bunker oil"), which is a thick, viscous and almost un-flammable
fuel which is very safe to store and cheap to buy in bulk as it is a waste
product from the petroleum refining industry. The fuel must be heated to thin
it out (often by the exhaust header) and is often passed through multiple
injection stages to vaporise it.
Dieseling in spark-ignition engines
A gasoline (spark ignition) engine can sometimes
act as a compression ignition engine under abnormal circumstances, a phenomenon
typically described as pinging or pinking (during normal running) or dieseling(when
the engine continues to run after the electrical ignition system is shut off).
This is usually caused by
hot carbon deposits within the combustion chamber that act as would a glow
plug within a diesel or model aircraft engine. Excessive heat can also be
caused by improper ignition timing and/or fuel/air ratio which in turn overheats
the exposed portions of the spark plug within the combustion chamber. Finally,
high-compression engines that require high octane fuel may knock when a lower-octane
fuel is used.
Fuel and fluid characteristics of Diesel Engines
Diesel engines can operate on a variety of different
fuels, depending on configuration, though the
eponymous diesel fuel derived from crude oil is most common. Good-quality
diesel fuel can be synthesised from vegetable oil and alcohol. Biodiesel is
growing in popularity since it can frequently be used in unmodified engines,
though production remains limited.
Recently, Biodiesel from coconut which can
produce a very promising coco methyl esther (CME) has characteristics
which enhances lubricity and combustion giving a regular diesel engine without
any modification more power, less particulate matter or black smoke and smoother
engine performance. The Philippines pioneers in the
research on Coconut based CME with the help of
German and American scientists. Petroleum-derived diesel is often called petrodiesel
if there is need to distinguish the source of the fuel.
The engines can work with the full spectrum
of crude oil distillates, from compressed natural gas, alcohols, gasolene,
to the fuel oils from diesel oil to residual fuels. The type of fuel used
is a combination of service requirements, and fuel costs.
Residual fuels are the "dregs"
of the distillation process and are a thicker, heavier oil, or oil with higher
viscosity, which are so thick that they are not readily pumpable unless heated.
Residual fuel oils are cheaper than clean, refined diesel oil, although they
are dirtier. Their main considerations are for use in ships and very large
generation sets, due to the cost of the large volume of fuel consumed, frequently
amounting to many tonnes per hour.
The poorly refined biofuels straight vegetable
oil (SVO) and waste vegetable oil (WVO) can fall into this category. Moving
beyond that, use of low-grade fuels can lead to serious maintenance problems.
Most diesel engines that power ships like supertankers are built so that the
engine can safely use low grade fuels.
Normal diesel
fuel is more difficult to ignite than gasoline because of its higher flash
point, but once burning, a diesel fire can be fierce.
The worldwide usage of the diesel engine
is very much dependent on local conditions and the specific application. Applications
which require the diesel's reliability and high torque output (such as tractors,
trucks, heavy equipment, most buses etc.) are found practically world-wide
(obviously these applications also benefit from the diesel's improved fuel
economy).
Local conditions such as fuel prices play
a big part in the acceptance of the diesel engine- for example, in Europe most tractors were
diesel-powered by the end of the 1950s, whilst in the USA diesel did not
dominate the market until the 1970s. Similarly, around half of all the cars
sold in Europe (where fuel prices are high) are diesel-powered,
whilst practically no North American private cars have diesel engines, because
of much lower fuel costs and a poor public image.
Besides their use in merchant ships and
boats, there is also a naval advantage in the relative safety of diesel fuel,
additional to improved range over a gasoline engine. The German "pocket
battleships" were the largest diesel warships, but the German torpedo-boats
known as E-boats (Schnellboot) of the Second World War were also diesel craft.
Conventional submarines have used them since before the First World War. It
was an advantage of American diesel-electric submarines that they operated
a two-stroke cycle as opposed to the four-stroke cycle that other navies used.
Mercedes-Benz, cooperating with Robert Bosch
GmbH, has had a successful run of diesel-powered passenger cars since 1936,
sold in many parts of the World, with other manufacturers joining in the 1970s
and 1980s. Other car manufacturers followed, Borgward in 1952, Fiat in 1953
and Peugeot in 1958.
In the United States, diesel is not as popular in passenger cars as in Europe. Such cars have
been traditionally perceived as heavier, noisier, having performance characteristics
which make them slower to accelerate, sootier, smellier, and of being more
expensive than equivalent gasoline vehicles. From the late seventies to about
the mid-eighties, General Motors' Oldsmobile, Cadillac, and Chevrolet divisions
produced a low-powered and unreliable diesel version of their gasoline-powered
V8 engines which is one very good reason for this reputation.
Dodge with its ever-famous Cummins inline-six
diesels optioned in pickup trucks (since about the late 1980's) really revitalized
the appeal for diesel power in light vehicles among American consumers, though,
but a superior and widely-accepted American regular-production diesel passenger
car never materialized. Trying to convert a gasoline engine for diesel use
proved foolhardy on the part of GM.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
Ford Motor Company tried diesel engines
in some passenger cars in the 1980's, but to not much avail. In addition,
before the introduction of 15 parts per million ultra-low sulfur diesel, which
started at 15 October 2006 in the U.S. (1 June 2006 in Canada), diesel fuel
used in North America still had higher sulfur content than the fuel used in
Europe, effectively limiting diesel use to industrial vehicles, which had
further contributed to the negative image. Ultra-low sulfur diesel is not
mandatory until 2010 in the US. This image does
not reflect recent designs, especially where the very high low-rev torque
of modern diesels is concerned — which have characteristics similar to the
big V8 gasoline engines popular in the US.
Light and heavy trucks, in the U.S., have been diesel-optioned
for years. After the introduction of ultra-low sulfur diesel, Mercedes-Benz
has marketed passenger vehicles under the BlueTec banner. In addition, other
manufacturers such as Ford, General Motors, Honda
planned to sell Diesel vehicle in the US in 2008-2009, designed
to meet the tougher emissions requirements in 2010.
In Japan,
newly registered Diesel vehicles were less than 1% in 2005[1]. Honda and Mercedes-Benz
planned to offer Diesel vehicle in future, with Mercedes-Benz started selling
Mercedes-Benz E320 CDI in
autumn 2006
European governments tend
to favor diesel engines in taxation policy because of diesel's superior fuel
efficiency.
In Europe, where tax rates in many countries
make diesel fuel much cheaper than gasoline, diesel vehicles are very popular
(over half the new cars sold are powered by diesel engines) and newer designs
have significantly narrowed differences between petrol and diesel vehicles
in the areas mentioned. Often, among comparably designated models, the turbodiesels
outperform their naturally aspirated petrol-powered sister cars.
One anecdote tells of Formula One driver
Jenson Button, who was arrested while driving a diesel-powered BMW 330cd Coupé
at 230 km/h (about 140 mph) in France, where he was too
young to have a gasoline-engined car hired to him. Button dryly observed in
subsequent interviews that he had actually done BMW a public relations service,
as nobody had believed a diesel could be driven that fast. Yet, BMW had already
won the 24 Hours Nürburgring overall in 1998 with a 3-series diesel. The BMW
diesel lab in Steyr, Austria is led by Ferenc
Anisits and develops innovative diesel engines.
Mercedes-Benz, offering diesel-powered passenger
cars since 1936, has put the emphasis on high performance diesel cars in its
newer ranges, as does Volkswagen with its brands. Citroën sells more cars
with diesel engines than gasoline engines, as the French brands (also Peugeot)
pioneered smoke-less HDI designs with filters. Even the Italian marque Alfa
Romeo, known for design and successful history in racing, focuses on diesels
that are also raced.
A few motorcycles have been built using diesel
engines, but the weight and cost disadvantages
generally outweigh the efficiency gains in this application.
Within the Diesel Engine industry, engines
are often categorized by their speed into three unofficial groups:
High-speed Diesel Engines
High-speed (approximately 1200 rpm and greater)
engines are used to power trucks (lorries), buses, tractors, cars, yachts,
compressors, pumps and small electrical generators.
Medium-speed Diesel Engines
Large electrical
generators are often driven by medium speed engines, (approximately
300 to 1200 rpm) which are optimised to run at a set (synchronous) speed depending
on the generation frequency (50 or 60 Hz) and provide a rapid response to
load changes. Medium speed engines are also used for ship propulsion and mechanical
drive applications such as large compressors or pumps. The largest medium
speed engines produced today (2007) have outputs up to approximately 22,400
kW (30,000 bhp). Medium speed engines produced today are primarily four-stroke
machines, however there are some two-stroke units still in production. Low-speed Diesel Engines
(aka "Slow-speed") The largest
diesel engines are primarily used to power ships, although there are a very
few land-based power generation units as well. These extremely large two-stroke
engines have power outputs up to 80MW, operate in the range from approximately
60 to 120 rpm, and are up to 15 m tall, and can weigh over 2000 tons.
They typically run on cheap low-grade "heavy
fuel", also known as "Bunker" fuel, which requires heating
in the ship for tanking and before injection due to the fuel's high viscosity.
Companies such as MAN B&W Diesel,
(formerly Burmeister & Wain) and Wärtsilä (which acquired Sulzer Diesel)
design such large low speed engines. They are unusually narrow and tall due
to the addition of a crosshead bearing.
Today, the 14 cylinder Wärtsilä
RT-flex 96C turbocharged two-stroke diesel engine built by Wärtsilä licensee
Doosan in Korea is the most powerful diesel engine put into service, with
a cylinder bore of 960 mm delivering 80.08 MW (108,920 bhp). It was put into
service in September 2006, aboard the world's largest container ship Emma
Maersk which belongs to the A.P. Moller-Maersk Group.
Unusual applications of Diesel Engines
Aircraft
The zeppelins Graf Zeppelin II and Hindenburg
were propelled by reversible diesel engines. The direction of operation was
changed by shifting gears on the camshaft. From full power forward, the engines
could be brought to a stop, changed over, and brought to full power in reverse
in less than 60 seconds.
Diesel engines
were first tried in aircraft in the 1930s. A number of manufacturers
built engines, the best known probably being the Packard air-cooled radial,
and the Junkers Jumo 205, which was moderately successful, but proved unsuitable
for combat use in WWII. Postwar, another interesting proposal was the complex
Napier Nomad. In general, though, the lower power-to-weight ratio of diesels,
particularly compared to kerosene-powered turboprop engines, has precluded
their use in this application.
The very high cost of avgas in Europe, and the advances
in automotive diesel technology have seen renewed interest in the concept.
New, certified diesel-powered light planes are already available, and a number
of other companies are also developing new engine and aircraft designs for
the purpose.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
|
Many of these run on the readily-available
jet fuel, or can run on either jet fuel or conventional automotive diesel.
To gain the high power:weight ratio needed for an aero engine, these new 'aero-diesels'
are usually two-strokes and some, like the British 'Dair' engine, use opposed-action
pistons to gain further power.
Although the weight
and lower output of a diesel engine tend to keep them away from automotive
racing applications, there are many diesels being raced in classes
that call for them, mainly in truck racing and tractor pulling, as well in
types of racing where these drawbacks are less severe, such as land speed
record racing or endurance racing. Even diesel engined dragsters exist, despite
the diesel's drawbacks of weight and low peak rpm, specifications central
to performance in this sport.[3]
1931 - Clessie Cummins installed his diesel
in a race car, hitting 162 km/h at Daytona and 138 km/h at the Indianapolis
500 race, where Dave Evans drove it to 13th place by finishing the entire
race without a pit stop, relying on torque and fuel efficiency to overcome
weight and low peak power.
In 1933, A 1925 Bentley with a Gardner 4LW engine was
the first diesel-engine car to take part in the Monte Carlo Rally when it
was driven by Lord Howard de Clifford. It was the leading British car and
finished fifth overall.
In 1952, Fred Agabashian in
a Cummins diesel won the pole at the Indianapolis 500 race with a turbocharged
6.6 liter diesel car, setting a record for pole position lap speed, 222.108
km/h or 138.010 mph. Don Cummins and his chief engineer Neve Reiners recognized
that the low center of gravity of the flat engine configuration (designed
to lie beneath the floor of a bus) plus the power advantage gained by the
novel use of Elliott turbocharging would be a winning combination.
At the start, a slow pace lap (reportedly
less than 80 mph) apparently induced what is now referred to as "turbo
lag" and badly hampered the throttle response of the Cummins Diesel.
Although Agabashian found himself in eighth place before reaching the first
turn, he moved up to fifth in a few laps and was running competitively (albeit
well back in the field after a tire change) until the badly situated air intake
of the car swallowed enough debris from the track to disable the turbocharger
at lap 71; he finished 27th.
With turbocharged
diesel cars getting stronger in the 1990s, they were also entered in touring
car racing, and BMW even won the 24 Hours Nürburgring
in 1998 with a 320d, against other factory-entered diesel competition of Volkswagen
and about 200 normally powered cars. Alfa Romeo even organized a racing series
with their Alfa Romeo 147 1.9 JTD models.
The VW Dakar Rally entrants
for 2005 and 2006 are powered by their own line of TDI engines in order to
challenge for the first overall diesel win there. Meanwhile, the five time
24 Hours of Le Mans winner Audi R8 race car was replaced by the Audi R10 in
2006, which is powered by a 650 hp (485 kW) and 1100 N·m (810 lbf·ft) V12
TDI common rail diesel engine, mated to a 5-speed gearbox, instead of the
6 used in the R8, to handle the extra torque produced. The gearbox is considered
the main problem, as earlier attempts by others failed due to the lack of
suitable transmissions that could stand the torque long enough.
After winning the 12 Hours of Sebring in
2006 with their diesel-powered R10, Audi obtained the overall win at the 2006
24 Hours of Le Mans, too. This is the
first time a sports car can compete for overall victories with diesel fuel
against cars powered with regular fuel or methanol and bio-ethanol. However,
the significance of this is slightly lessened by the fact that the ACO/ALMS race rules
encourage the use of alternative fuels such as diesel.
Audi again triumphed at Sebring in 2007.
It had both a speed and fuel economy advantage over the entire field including
the Porsche RS Spyder's which are gasoline powered purpose-built race cars.
After the Sebring win it's safe to say that Audi's diesels will win the 2007
24 Hours of Le Mans again this year.
The only competition coming from Peugot's diesel powered 908 racer. But that
car has not turned a wheel in a race.
In 2006, the JCB Dieselmax broke the diesel
land speed record posting an average speed of over 328 mph. The vehicle used "two diesel engines that have a combined total
of 1,500 horsepower (1120 kilowatts). Each is a 4-cylinder, 4.4-liter engine
used commercially as a backhoe loader." See MSNBC news See BBC news
Motorcycles with Diesel Engines
With a traditionally poor power-to-weight
ratio, diesel engines are generally unsuited to use in a motorcycle, which
requires high power, light weight and a fast-revving engine. However, in the
1980s NATO forces in Europe standardised all
their vehicles to diesel power. Some had fleets of motorcycles, and so trials
were conducted with diesel engines for these.
Air-cooled single-cylinder engines built
by Lombardini of Italy were used and had some success, achieving similar performance
to petrol bikes and fuel usage of nearly 200 miles per gallon. This led to
some countries re-fitting their bikes with diesel power.
NOTE: DIESEL ENGINE FUEL
ADDITIVES AFFECT DIESEL ENGINE FUEL ECONOMY AND PERFORMANCE.
USED DIESEL ENGINES ARE OCCASSIONALLY THOUGHT TO BE REBUILT
WITH NEW FUEL INJECTORS. REBUILT DIESEL GENERATORS AND MARINE
DIESEL ENGINES MAY NEED SPECIALIZED TOOLS TO REPAIR PARTS.
WHETHER IT BE REBUILT INDUSTRIAL DIESEL ENGINES , CUMMINS
DIESEL ENGINES, DETROIT DIESEL ENGINES, MERCEDES DIESEL ENGINES,
OR PERKINS DIESEL ENGINES, THE OIL PUMPS MAY REQUIRE NEW FILTERS,
WHICH ALSO AFFECT DIESEL FUEL ECONOMY. THE CURRENTLY POPULAR
ISSUE, THOUGH, IS DIESEL FUEL ECONOMY AND DIESEL FUEL ADDITIVES,
DUE TO RECENTLY ESCALATED DIESEL FUEL PRICES. TO COMPENSATE
FOR PRICES MANY ARE BUYING USED DIESEL ENGINES. USED DIESEL
ENGINES STILL PROVIDE ACCEPTABLE DIESEL FUEL ECONOMY, WITH
OR WITHOUT DIESEL FUEL ADDITIVES. CAN BE SENT AT DISCOUNT
PRICES. YOU CAN BUY NOW OR RENT. EQUIPMENT IS ON SALE WITH
A PRICE COST OF LOW DOLLARS AND CENTS. REFUND IS OFTEN IN
CASH IF NOT SATISFIED. IF YOU DECIDE TO BUILD YOUR OWN (DIY)
YOU CAN OFTEN UTILIZE LEFTOVERS FROM FACTORY SECONDS, SURPLUS
, DISCONTINUED MERCHANDISE, GARAGE CLEAN OUTS, WAREHOUSE CLEANOUT,
RETAIL CLOSEOUTS, ITEMS FROM FACTORY REJECTS, OUT OF BUSINESS
SALES & FACTORY CLEAN OUTS. FINALLY, DON'T OVERLOOK CLOSEOUTS!
WHEN BUYING ONLINE, PAYPAL, MASTERCARD, DISCOVER, AMERICAN
EXPRESS, AND VISA ARE ALMOST ALWAYS ACCEPTED. RENTALS OF FIRST
AND SECOND QUALITY ARE POSSIBLE. SPECIAL PRICES ALWAYS APPEAR
AT CLOSEOUT AND DISTRESSED SALES. WE DO NOT BROKER OR BUY
THESE ITEMS FOR RESALE. ORDINARILY, THE SALE PRICE IS FINAL
FOR USED EQUIPMENT, REPOSSESSIONS, JUNK, INSURANCE SALVAGE
OR FREIGHT SALVAGE. DISTRESSED MERCHANDISE CAN BE A GOOD SOURCE
OF GENERAL SUPPLY FOR INDUSTRIAL MATERIALS AND PRODUCTS. AGAIN,
BUY NOW, BUY NOW, BUY NOW. THE SALE PRICE MAY NEVER BE LOWER.
SAVE $ $ $ $ $ $ $ $ $ $.
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Development by Cranfield University and California-based
Hayes Diversified Technologies led to the production of a diesel powered off
road motorbike based on the running gear of a Kawasaki KLR650 petrol-engine
trail bike for military use. The engine of the diesel motorcycle is a liquid
cooled, single cylinder four- stroke which displaces 584 cm³ and produces
21 kW (28 bhp) with a top speed of 85mph (136 km/h). Hayes Diversified Technologies
mooted, but has subsequently delayed, the delivery of a civilian version for
approx USD$19,000. Expensive compared to comparable models.
In 2005 the United States Marine Corps adopted
the M1030M1, a dirtbike based on the Kawasaki KLR650 and modified with an
engine designed to run on diesel or JP8 jet fuel. Since other U.S. tactical vehicles like the Humvee utility vehicle and M1
Abrams tank use JP8, adopting a scout motorcycle which runs on the same fuels
made sense from a logistical standpoint.
In India, motorcycles built by Royal Enfield
can be bought with 650 cm³ single-cylinder diesel engines based on the similar
petrol engines used, due to the fact that diesel is much cheaper than petrol
and of more reliable quality. These engines are noisy and unrefined, but very
popular due to their reliability anAlready, many common rail and unit injection
systems employ new injectors using stacked piezoelectric crystals in lieu
of a solenoid, which gives finer control of the injection event.
Variable geometry turbochargers have flexible
vanes, which move and let more air into the engine depending on load. This
technology increases both performance and fuel economy. Boost lag is reduced
as turbo impeller inertia is compensated for.
Accelerometer pilot control (APC) uses an
accelerometer to provide feedback on the engine's level of noise and vibration
and thus instruct the ECU to inject the minimum amount of fuel that will produce
quiet combustion and still provide the required power (especially while idling.)
The next generation of common rail diesels
is expected to use variable injection geometry, which allows the amount of
fuel injected to be varied over a wider range, and variable valve timing similar
to that on gasoline engines.
Particularly in the United States, coming
tougher emissions regulations present a considerable challenge to diesel engine
manufacturers. Other methods to achieve even more efficient combustion, such
as HCCI (homogeneous charge compression ignition) are being studied.
Modern diesel engine facts
Fuel passes through the injector jets at
speeds of nearly 1500 miles per hour (2400 km/h)
Fuel is injected into the combustion chamber
in less than 1.5 ms – about as long as a camera flashes.
The smallest quantity of fuel injected is
one cubic millimetre – about the same volume as the head of a pin. The largest
injection quantity at the moment for automobile diesel engines is around 70
cubic millimetres.
If the crankshaft of a six-cylinder engine
is turning at 4500 rpm, the injection system has to control and deliver 225
injection cycles per second.
On a demonstration drive,
a Volkswagen 1-litre diesel-powered car used only 0.89 litres of fuel in covering
100 kilometres (264 mpg {US}, 317 mpg {Imperial/English}) – making it probably
the most fuel-efficient car in the world. Bosch’s high-pressure fuel injection
system was one of the main factors behind the prototype’s extremely low fuel
consumption. Production record-breakers in fuel economy include the Volkswagen
Lupo 3 L TDI and the Audi A2 3 L 1.2 TDI with standard consumption figures
of 3 litres of fuel per 100 kilometres (78 mpg {US}, 94 mpg {Imperial}). Their
high-pressure diesel injection systems are also supplied by Bosch.
In 2001,
nearly 36% of newly registered cars in Western Europe had diesel engines. By way of comparison:
in 1996, diesel-powered cars made up only 15% of the new car registrations
in Germany. Austria leads the league
table of registrations of diesel-powered cars with 66%, followed by Belgium with 63% and Luxembourg with 58%. Germany, with 34.6% in
2001, was in the middle of the league table. Sweden is lagging behind,
in 2004 only 8% of the new cars had a diesel engine (in Sweden, diesel cars are
much more heavily taxed than equivalent gasoline cars).
The first production diesel cars were the
Mercedes-Benz 260D and the Hanomag Rekord, both introduced in 1936. The Citroën
Rosalie was also produced between 1935 and 1937 with an extremely rare diesel
engine option (the 1766 cc 11UD engine) only in the Familiale (estate or station
wagon) version.
Following the 1970s oil crisis, turbodiesels
were tested (e. g. by the Mercedes-Benz C111 experimental and record-setting
vehicles). The first production turbo diesel car was, in 1978, the 3.0 5-cyl
115 HP (86 kW) Mercedes 300 SD, available only in North America. In Europe, the Peugeot 604
with a 2.3 litre turbo diesel was introduced in 1979, and then the Mercedes
300 TD turbo.
Many Audi enthusiasts claim that the Audi
100 TDI was the first turbo charged direct injection diesel sold in 1989,
but actually it isn't true, as the Fiat Croma TD-i.d. was sold with turbo
direct injection in 1986 and two years later Austin Rover Montego.
What was pioneering about the Audi 100 however
was the use of electronic control of the engine, as the Fiat and Austin had purely mechanically
controlled injection. The electronic control of direct injection really made
a difference in terms of emissions, refinement and power.
It's interesting to see that the big players
in the diesel car market are the same ones who pioneered various developments
(Mercedes-Benz, BMW, Peugeot/Citroën, Fiat, Alfa Romeo, Volkswagen Group),
with the exception of Austin Rover- although Austin Rover's ancestor, The
Rover Motor Company had been building small-capacity diesel engines since
1956, when it introduced a 2051 cm³ 4-cylinder diesel engine for its Land
Rover 4 × 4.
In 1998, for the very first time in the history
of racing, in the legendary 24 Hours Nürburgring race, a diesel-powered car
was the overall winner: the BMW works
team 320d, a BMW E36 fitted with modern high-pressure diesel injection technology
from Robert Bosch GmbH. The low fuel consumption and long range, allowing
4 hours of racing at once, made it a winner, as comparable petrol-powered
cars spent more time refueling.
In 2006, the new Audi R10 TDI LMP1 entered
by Joest Racing became the first diesel-engined car to win the 24
Hours of Le Mans. The winning car
also bettered the post-1990 course configuration lap record by 1,
at 380. However, this fell short of the all-time distance record
set in 1971 by over 200 km.
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