no, it was a standard for the yellow dot pumps, im pretty sure..1.15mm would be right on par with a 180bar injector, for a timing spec..
( Interestingly, going back the other way ie dropping break pressures dramatically, reduces gauge readings dramatically, {to say 0.5 @125bar} which is where I operate, and makes sense, as at lower pressures, the diesel becomes incompressible [1% @100bar I believe])
Quote from: Mark(The Miser)UK on August 25, 2011, 04:38:26 pm( Interestingly, going back the other way ie dropping break pressures dramatically, reduces gauge readings dramatically, {to say 0.5 @125bar} which is where I operate, and makes sense, as at lower pressures, the diesel becomes incompressible [1% @100bar I believe])can u explain all this more, i wish i had more time tonight to sit and search old threads, but wasn't there one that discussed more what pumps had what spring? but a stronger spring with a faster increasing internal pressure would make sense, how ever what would the real advantage be, and even then what is the purpose of the initial advanced timing.
Quote from: Trev0rbr on August 25, 2011, 05:13:13 pmQuote from: Mark(The Miser)UK on August 25, 2011, 04:38:26 pm( Interestingly, going back the other way ie dropping break pressures dramatically, reduces gauge readings dramatically, {to say 0.5 @125bar} which is where I operate, and makes sense, as at lower pressures, the diesel becomes incompressible [1% @100bar I believe])can u explain all this more, i wish i had more time tonight to sit and search old threads, but wasn't there one that discussed more what pumps had what spring? but a stronger spring with a faster increasing internal pressure would make sense, how ever what would the real advantage be, and even then what is the purpose of the initial advanced timing.If you are referring to the cold start advance, then that is because of the design defect in IDI's where better starting is not achieved at best operating timing. So the temporary 'over advance' is required.The break pressure thing of the injectors is perhaps clarified by a suggestion that if I made my injectors open at say 90bar, then gauge timing may be as little as 0, or 0.01mm, due to the diesel acting like an incompressible solid, and there being almost no delay to injector opening
Quote from: Mark(The Miser)UK on August 25, 2011, 05:48:35 pmQuote from: Trev0rbr on August 25, 2011, 05:13:13 pmQuote from: Mark(The Miser)UK on August 25, 2011, 04:38:26 pm( Interestingly, going back the other way ie dropping break pressures dramatically, reduces gauge readings dramatically, {to say 0.5 @125bar} which is where I operate, and makes sense, as at lower pressures, the diesel becomes incompressible [1% @100bar I believe])can u explain all this more, i wish i had more time tonight to sit and search old threads, but wasn't there one that discussed more what pumps had what spring? but a stronger spring with a faster increasing internal pressure would make sense, how ever what would the real advantage be, and even then what is the purpose of the initial advanced timing.If you are referring to the cold start advance, then that is because of the design defect in IDI's where better starting is not achieved at best operating timing. So the temporary 'over advance' is required.The break pressure thing of the injectors is perhaps clarified by a suggestion that if I made my injectors open at say 90bar, then gauge timing may be as little as 0, or 0.01mm, due to the diesel acting like an incompressible solid, and there being almost no delay to injector opening atomization would probably really suck @ 90 bar tho..
where does the burn actually happen? the combustion chamber, or swirl chamber?