It seems that you can convert your petrol car to a diesel, as well: http://www.greendieselcorp.com/
Hummers are getting this technology now!!
Hummers are getting this technology now!!
Injecting diesel at 160 000 PSI !!
- Thread starter jonny-b
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that is total bull #@$%! no way can a gas engine withstand 160,000 psi. trust me i work on highway tractors i am very upto date with diesel tech
They replase the original injection system, if I have understood it right. You may have found something they haven't thought of. You should contact them and tell them that all the years they have been developing and testing this product, have been a total vaste of time. You can also tell them that since you have been working on highway tractors, you know the answer to everything.
I tend to agree with Syntec, don't believe the main bearings would take it well either. They don't explain how they can get such high injection pressures w/o a special high cost pump either. Unfortunately the web site is a bit thin on information. It sounds like it is heavily favored towards getting investors. Claims are very rosy, but graphs difficult to read. GM tried converting a gas engine into a diesel and didn't fare so well back in 78?
compare a diesel to a gas engine a gas engine wont withstand normal diesel injection do you know how a diesel works it compress the fuel air mixure a gas engine would not be able to with stand 160,000 psi buddy there made from lightweight materials they would explode
The injector would have to replace a spark plug, but looking at the website, the threads are way too far up the body. The 160000 psi would be inside the injector, not inside the engine. But I think the green part of this idea refers to collecting money.
diesel does not need spark plugs is everyone here stupid
diesel requires a much heavier block to withstand pressure beefer bearings, and heaver crankshaft heavy pistons heated fuel tank.........
The compression rate in a diesel engine is much higher than in a gas engine. That doesn't have anything to do with the injection pressure. I would guess that when the inj.pressure is so hihg, the injected fuel is in smaller particles, leading to a more complete combustion. I don't think they will tell competitors how they are doing this. This could be the reason to why they don't offer more detailed info on the web. However, as I understand it, they are in bussiness now, converting Hummers and V6 GM-engines. Purchase to the public will be later this year. I thought this was interesting info, considdering the high prices on fuel right now. That's why I posted this. Syntec, you must accept the fact that there are people out there, smarter than you, that have come up with solutions you haven't thought of. If you are so interested in proving that things you know nothing about, are not working, do it when you have more info about it. You can start doing this by contacting the Melbourne university, asking about the technology.
So the question is how do they get the higher compression ration, replace the head and/or pistons. Big $$. If the injector replaces the spark plug that would certainly be an economical way of making the conversion, but how do they change the CR? And the higher compression ratio puts more strain on everything, so do they select engines of robust design for conversion and hope for the best? Sounds like it could be economical to replace the injector system on a diesel engine at manufacturer, but I have concerns about the gasoline engine conversion. It is interesting, but more info would be helpful. I found more info by searching on the name of the inventor Ron Kuklar. Sounds like a guy with a lot of experience and has been bucking the system for a while.
At 160,000 psi, the fuel would come out so fast it would burst into flames from air friction, like a shooting star.
and then go right through the top of the piston without slowing down much
hydraulic injection is what they say, sounds similar to the HUEI systems in use now, where an intensifier piston injects fuel at high pressure in direct injection diesels. But in 2007 these enjines still have to use EGR and DPF's to meet new emissions regs. They do not explain how the system is so much cleaner that they do not have to have those. They talk about mechanical injectors like old Cummins but do not mention CAT style HUEI injectors.
Much of the strain in a diesel engine is due to the nature of the combustion. The diesel knock you hear is the droplets of fuel all reaching combustion temperature at the same time. It is not nearly as smooth of pressure wave as in a gas engine. The new diesel engines run quite because they have figured out how to control the burn with multiple injections. The new Mercedes engines use 5 injection events for each power stroke. They are so quite that it is hard to tell they are not gas engines.
If this new injector can accomplish this by using higher pressure then I think it would be possible to make a gas engine run quite a while on diesel fuel.
But I do sense a problem here in that the tensile strength of steel is close to the pressure they claim for injection.
If this new injector can accomplish this by using higher pressure then I think it would be possible to make a gas engine run quite a while on diesel fuel.
But I do sense a problem here in that the tensile strength of steel is close to the pressure they claim for injection.
Jim, tensile stress of steel shouldn't matter, as long as there's an adequate design...fatigue could be an issue.
I'm interested in how they convert the BBC to diesel (always wanted to take a Holden 186, put on a 138 head, and run an injection pump and make it diesel).
I'm interested in how they convert the BBC to diesel (always wanted to take a Holden 186, put on a 138 head, and run an injection pump and make it diesel).
The problem is not the injector pressure, what the link does not address is how do you get cylinder pressure high enough on a gas engine to ignite the diesel fuel? Can you atomize diesel enough to lower the combustion temp to the point that the heat produced in a low compression engine will ignite it?
If it would ignite at a lower pressure then I think you would lose the efficiency advantage of a diesel engine....
Only some 10% if you compare a 11 to 1 compression in a petrol engine,to a 19 to 1 compression in a diesel engine. It gives a bigger advantage when you raise compression from say 7:1 to 10:1, than if you raise it from 10:1 to 13:1. Modern injection systems can be programmed to eliminate most the disadvantages in higher comp engines, but the power gains, when you are coming up higher than 11:1 in gas engines, are small.
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