New heavy-duty multi-fuel engine

[Flytox]

If the advance is fixed,

the advance is fixed, but there is a special lever to switch to petrol. This lever cannot change the mechanical advance of the pump, but it is said to affect the rack and pinion of the pump; and I think playing on the rack can be a way to change the injection point on the one hand?

I assume it's a flow setting as shown in the diagram below:

[ecoweb]

Super Flytox! extra scan.

They put "the rotation of the piston and the groove causes a delay or an advance in the closing of this orifice"

This is what I thought, but precisely their figure shows precisely the opposite ... I see that the point of start of injection remains the same whatever the load, it is the end of the injection which is done more or earlier depending on the load. So a very good system, which changes nothing in advance.

but it's not impossible that there isn't a way to get ahead or take it away. The day that we find a doc on the sigma cms multi-fuel pump we will be able to know the means used.

I'm just going to read it on a berliet doc that it plays on the rack race.

[chatelot16]

changing the rack stroke is really the first thing to do when changing fuel!

the volume of air in the cylinder does not change: it is necessary to limit the volume of fuel to what can burn, otherwise it smokes: if the new fuel requires more air to burn it is necessary to decrease the stroke of the rack to decrease the maximum quantity injected

of course modifying the advance would be useful, but much less important than setting the maximum injection

[chatelot16]

any diesel engine works fine on gasoline until the injection pump flu

By tampering with the advance certainly, on a clio of 1992 Lucas injection pump from 80 -90 km / h with a lot of gasoline in diesel (proportion?) The engine does not want any more (very soft!) And finishes not stall / cut.

I remember the berliet gbc8kt military truck which had this multi-fuel engine: they always smoked a lot

the smoke is not a sign of performance for in diesel: a direct injection engine can smoke a little without it being a big loss of performance: a combustion chamber engine ricardo comet will smoke less but will have a catastrophic performance

Is there an advance setting according to the fuel, I suppose that with different ignition times, this cannot be optimum all the time! If the advance is fixed, to take precautionary measures for the mechanics, they had to limit the advance, hence poor performance, smoke and pollution at the meeting.

there are injection pumps which avoid breakage when filling the fuel tank: regulator with liquid stop

the regulator is not centrifugal but hydraulic: it is a small piston actuated by the liquid which determines the dose injected according to the speed: it depends completely on the viscosity of the fuel: with gasoline it does not work anymore at all and it avoids breaking everything

[Flytox]

changing the rack stroke is really the first thing to do when changing fuel!

the volume of air in the cylinder does not change: it is necessary to limit the volume of fuel to what can burn, otherwise it smokes: if the new fuel requires more air to burn it is necessary to decrease the stroke of the rack to decrease the maximum quantity injected

of course modifying the advance would be useful, but much less important than setting the maximum injection

So the optimization method, basically, is playing with the rack to remove the smoke and then seek the optimum advance. Can be a second pass with an analyzer for the exhaust, for purists and gain the last%

[ecoweb]

Chatelot

changing the rack stroke is really the first thing to do when changing fuel!

Have you ever seen the case? I also thought about that for my engine, it is true that it is at maximum load that it makes its big locomotive smoke.

Thank you, you support my idea in this sense.

on the other hand, you who are more in multi-fuel, do you think that the "gasoline" operating position provides greater injection or the opposite?

(personally I would say that it gives more)

In terms of stalling my pump + in advance, for the moment I don't really see myself. It is a sacred bestiau nothing to do with small rotary pumps bosh or lucas ... a priori it does not turn, there must be grooves in the coupling. I saw a notice to wedge the support and the pump it is a crazy thing. Because there is the question of alignment in +

And also I will hesitate to do it, as my hvp already makes my engine click more than the Go.

It must be said that it clicks very little original. Nothing to do with the noise of a tractor engine, for example. They said "progressive combustion, limiting the clicking noise that wears out the engine"

Now it is massive (weighs 1 tonnes) for practically 8 liters of displacement

[crispus]

Thank you to Chatelot, it is you who joined my idea that the principle of the swirling Man (702 engine) (unless I am mistaken) with one-hole injector, injector which injects tangentially to the combustion chamber in the piston, effect combined with a snail in the cylinder head giving the air the same swirling motion. This description is found about the Berliet Magic, as well as about the Man licensed engine from Saviem.

Thanks for all the details. I had missed this subject.