Tuning: Boost Increase & Piston Failure

Hello everyone!

I have already studied the technical article about the '10-cent tuning' several times.
I can't figure out why the injection duration is actually too long.
The pistons could melt.

As far as I understand, the air in the cylinder is initially...
compressed, and the fuel injection pump starts almost exactly at the top dead center (TDC).
to inject the diesel fuel into the compressed air.

If the injection duration is too long, then it logically follows that...
While the fuel no longer combusts, it produces a large amount of soot.
ejected, but the fuel injectors atomize the fuel.
Still...? Or what?!

That means that no more energy is being released, either thermally or mechanically.
And the bottom of the piston is also further away from the nozzle, right?

Why could the pistons melt as a result of this?

Have a nice weekend!
Sigi.

Quote:

That is to say, neither thermal nor mechanical processes will release any more energy. And the bottom of the piston is then also further away from the nozzle, right?

2 times wrong.

Take a look at a piston from a TDI engine.

Then it will be immediately clear.

The piston travels almost completely to the top of the cylinder, leaving only the depression in the piston for the air. This creates a swirling motion (swirl) within it.

The diesel fuel is now injected into the combustion chamber, while the piston is already moving downwards again.

If the injection lasts too long, the beam (or rather, all five beams) will graze the edge of the cavity – and this acts like a cutting torch.

I'll look for a few more pictures to make it clearer.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Here, you can already see the flags of the rays.

Here is the trough, also known as the "Omega Trough" because it resembles a small omega symbol.

If 10Ct tuning no longer releases energy, why does it still result in more power?

Since two injectors can only allow a certain volume of fuel to pass through at full stroke, injecting "more" fuel to achieve more power is done by simply injecting for a *longer* duration.

Or larger holes, but those can't be adjusted while driving .

Now, everything should be clear .

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

I didn't know that the piston had such a large diameter.
has a burn mark on it.

But the pictures of you are really great.

Even to ME, it's now clear what the article is actually trying to say.
Proposal:

Please accept these beautiful, self-explanatory [items/documents/etc.].
Please insert images into it!

Then the article will be much easier to understand.

Sure, here is the translation of the text from German to English:

'Question:'

Is there a rule of thumb for determining how much to adjust the injection duration?
can be extended until it reaches the inner wall of the 'combustion chamber' - or
Whatever you want to call it - does it work?
Is that even possible with a mass-produced engine (and increased boost pressure)?
Actually, the injection duration should be significantly (more than 100 times) shorter than...
the duration it takes for the piston to move back down.
Are there engines with a particularly large or small amount of clearance?
How does that relate to my 1Z G3?

Sigi.

Hey Jo,

Unfortunately, I can't give you exact values, but I think you're completely misinterpreting the dimensions.

"100 times the injection duration... that means you're injecting for several complete engine revolutions!"

If you are genuinely interested in the subject matter, then invest 40-50 euros in the book "Diesel Engine Management" by BOSCH.

Unfortunately, I bought the 3rd edition just before the 4th edition was released.

If you want, we can make a deal – I'll buy edition 4, and you give me the set of 3 .

Regarding the 1Z, I would simply pay attention to developments in Russia.

I adjusted it until I encountered idle problems and then slightly reduced it, which resulted in a resistance of 500 ohms and approximately 105 horsepower, with some increased exhaust smoke.

Of course, everything takes place only on designated and secured areas.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

hollari wrote:

Actually, the injection duration should be significantly (>100x) shorter than... the duration it takes for the piston to move back down. How does that relate to my 1Z G3?

To understand the order of magnitude of injection times:

The 1Z engine has an injection duration of 36° KW in the maximum power range. With fuel injection starting 14° before top dead center (BTDC), the injection ends 22° after top dead center (ATDC).

While the diesel fuel injected during the previous injection cycle is still burning, the piston has already moved down a few degrees, causing the upper edge of the combustion chamber to dip into the still-burning mixture. Depending on the length of the injector nozzle extension, this edge can become submerged and partially melted.
It becomes particularly dangerous when the injection molding nozzle is jammed and the full intended amount of premature retraction cannot be achieved.

@Rainer:
I suggest adding something along these lines to the article in section 10c.
Unfortunately, I can't edit it, or I would do it myself...

That certainly explains a lot.

For a more powerful tuning, you'll need larger...
Don't mess around, right?

Well, larger nozzles are the next step.

It depends on your preferences.

I can easily get the tires to spin in the first three gears with just a loose 10-cent piece. That's enough.
Next on my list of things to replace would be the suspension components (despite having new Bilstein shocks).

Okay, I'll just let it be...

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

I tried it with a 610 ohm resistor.

This might be the exact point where it happens across the entire speed range.
There is currently no (visible) Russian presence at full throttle.

Wenn ich geradeaus fahre, dann gehen die Reifen im 1. Gang.
Just barely made it through. In the second one, it's right on the edge.

Did you do anything about the turbo boost pressure?

Perhaps my winter tires (I believe they are Fulda) simply have that much grip?

The shock absorbers are also relatively new (3 months).
The road handling is actually perfect; maybe even a little too stiff.

I'm going to do a leak test now.

Get a test done, and you'll get more accurate results.

I never adjusted the turbocharger boost pressure.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

hollari wrote:

I'm going to do a leak test now.

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Hello,
NO; the new 'Overdiesel'!
Best regards,
Günther