Praxiswerte: 0,216mm-Düsen im AFN | Posts 16+

argh. that's it, you're making me crazy

Does anyone have nozzles from the ALH gearbox available?

*kribbel*

See you, Gremlin

...If you ever get to drive a car that has only been modified for engine performance and you can no longer describe less than 20 horsepower as 'barely,' you will probably revise your opinion



@ULF:

Oops, I think I just misunderstood you...

I didn't say or mean that the car with the larger nozzles doesn't perform as well (or even better than) with the original nozzles and your box!
(I also have an AFN and am also interested in a 'conversion' soon... )

I was just wondering if you had also installed a box for testing, in addition to the larger nozzles... that's why I was saying about the soot, etc. !

Best regards
Michl

MichlM wrote:

I didn't say or mean that the car with the larger nozzles will run just as well (or even better) than with the original nozzles and your box! (I also have an AFN and am also interested in a "conversion" soon... )

Hi Michl

Well, in the lower range, a heavily adjusted box can bring more – but only in the upper range, if there is already a noticeable amount of exhaust (without increasing the turbocharger pressure).
And with the 216er, it doesn't even run without increasing the pressure

Quote:

I thought you had also, as a test, installed a box in addition to the larger nozzles... that's why you were talking about soot, etc.!

We tried this once, with a "rather strong" setting for the standard nozzles.
There has already been a lot of soot in the rearview mirror, but a 2000 - 4000 time of 4.6 sec
. . . but I wouldn't often burden a poor AFN with something like that

Hi zusammen,

I wanted to briefly report that I have successfully installed the T4 nozzles in the AFN. Installation was no problem at all, it worked perfectly.

Tip: After removing the nozzles, I saw a lot of dirt at the bottom of the fitting , even though I had cleaned everything with compressed air before. The dirt around the open hole. Oh no. Then I simply took a thick pencil and held it against the hole. It's conical, so it's 100% sealed, and then I carefully blew the dirt away with a little compressed air. There was even a small piece of iron.

Unfortunately, I couldn't convince my 'chief mechanic' to turn the starter over one last time before finalizing the diesel line connections. And, of course, it happened the way it was supposed to. Organ, organ, organ... Not good. Eventually, we tried using a little bit of brake cleaner. Terrible method, I know. Then he arrived.

It ran smoothly and sounded very 'soft'. I must mention that I carefully aligned the nozzles before and after tightening, so that they were exactly centered. The starting process worked immediately, even with a warm engine. He starts up as usual, even with a warm engine.

More than 2500 revolutions per minute has noticeably improved the engine's performance. Where it used to sluggishly rev, it now revs very freely. I was unable to test the top speed, and I don't know if it produces any smoke. Ulfs acceleration test showed a previous time of ~7.1 seconds - now 6.7 seconds - it's important to note that the car, with me in it, weighs approximately 1700kg and is still on 19-inch wheels.

Overall, it was a good decision. I had some concerns beforehand, but they didn't come to pass.

Best regards,
arne

I want to give my AFN the 0.216 nozzles.
Do I need to make any changes when using serial software? (Increasing load, etc.)
Does the soot content increase when I drive with a standard charging pressure (0.95 bar)?

Can I easily replace the nozzles myself?


Who actually has the 'big' nozzles and what are the experiences regarding consumption, performance, and noise level?

Thank you and best regards,

Dennis

No, you don't need to make any adjustments, as it won't be using fuel like the small ones.
That's also why there's less soot formation.
A man should, at the very least, check the dynamic start time after the change.
correct if necessary.
Having 216 nozzles alone doesn't necessarily guarantee success, if you do something like that, then do it in combination with a good chip.
That's at least my opinion.

Steffarn wrote:

You don't need to make any adjustments, and it won't consume fuel like the smaller ones.

And how do you explain the shorter DZR times?

ulf wrote:

You don't need to make any adjustments, and it won't consume fuel like the smaller ones either. Steffarn wrote: And how do you explain the shorter DZR times?

Probably due to the greater efficiency.
Since the same amount of insulin is potentially being injected over a shorter period. This is also partly due to the higher injection pressure of 30 bar.
u. the oil leaks are becoming a little less frequent with the original nozzles.

but the piston in the fuel injection pump also doesn't deliver mg per stroke anymore.
Since the key didn't change.

Steffarn wrote:

You don't need to make any adjustments, as it won't be using fuel anymore like with the small ones. ulf wrote: Steffarn wrote: And how do you explain the shorter DZR times? Probably due to the greater efficiency. Since the same amount of insulin may be injected in a shorter period of time.

Aha - but the time during which the pump maintains high pressure remains the same -> so more diesel must therefore be entering, or something

And a ~ 10% improvement in overall engine efficiency should also be noticeable through a correspondingly lower (part-load) consumption under the same driving conditions - but I haven't encountered anything like that before.

Quote:

but the piston in the fuel injection pump also no longer delivers mg per stroke. Since the key didn't change.

Have you read the article on nozzle replacement?
That's what we believe to be true here - and why it actually works.

If you can disprove it, then go ahead.
But then, please, with a coherent story that explains all observations and measurements without contradicting the fundamentals of mechanical engineering...

hm...

Okay, let's consider this, Steffan:

ALH = 10mm / 184er
ALH automation = 11mm / 158er

Both have 66kW!

With your T4 nozzles, you're getting more through, but not as much as the increase in cross-section. This is because the pump with the 205mm nozzles is already quite stressed.

The automatic ALH system works better with the 184mm nozzles than an ASV, and with 205mm nozzles, it would perform like a massive truck. (It is being used with the 184mm nozzles at the Russian border).

Hydraulics is a bad thing. If the nozzles cannot remove the flow rate, the diesel engine finds other ways. This is called leakage, and it is considerable in the pump. The gap expansion in the high-pressure chamber or at the control valve can be several micrometers.
or, to quote an employee: 'the leaks in the nozzle are almost negligible... but almost'

Ideally, the 216mm nozzles would be best, starting with the 11mm pump. And with the 12mm, you can really get a lot...


Cu Gremlin

Well, I actually just said that it shouldn't be too much of a hassle just to replace the nozzles.
Because spending 400 euros or more for 0.4 seconds of better DZR doesn't really make sense in terms of value for money.

I already understand the technical background, for example, that with smaller nozzles, there are more oil leaks, etc. And I didn't mean that the nozzles didn't do anything at all.

When tuning, you can even notice significant improvements. With my 12mm pump plungers, it's almost a must to use the 216, because the small fuel injectors don't deliver the fuel into the cylinder, but instead only return it as leakage oil back into the ESP.

I will provide you with the practical values for my engine as soon as it is completely finished.
I'm just saying 1.8 bar charging pressure

Well, I actually just said that it shouldn't be too complicated to just replace the nozzles.
Because spending 400 euros or more for 0.4 seconds of better DZR doesn't really make sense in terms of value for money.


Right now... it depends on the ratio.

so
ALH with 205 = ASV
ALH (AT) with 184er = ASV+
ALH (AT) with 205mm = ASV++ & Nebelwerfer
ASV with 216er = ASV+

where the latter, in my opinion, doesn't make as much sense as I just wrote above...

...would be a good update for the article about the jet...

See you, Gremlin

Gremlin wrote:

so ALH with 205 = ASV ALH (AT) with 184er = ASV+ ALH (AT) with 205mm = ASV++ & Nebelwerfer ASV with 216er = ASV+ ...would be a good update for the jet article...

But do you think someone who doesn't understand the thematic context here would understand it in this form?

umm, I was already assuming that it would be included in the article in a clear and understandable way...

or are you perhaps planning to be unfaithful?

See you, Gremlin

Gremlin wrote:

Um, I was already assuming that it would be included in the article in a clear and understandable way....

Oh, so *gg*

As far as I know, you would also be able to make additions... therefore, I would be happy to let you, as the more knowledgeable ALH expert, take the lead

Hi,

for the exhaust test:

Quote:

Would you perhaps like to have an exhaust test performed?

I'm not sure, but I think I've already posted this...

Greetings
Thomas