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#15
by
ibizz
on 15 Oct, 2011 17:13
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thanks
here people plug oil suply for turbo ?
what system do you ive for control vanes ?
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#16
by
Mark(The Miser)UK
on 16 Oct, 2011 00:44
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where are you getting 120bar and 130bar OEM injectors?!?!?!
only kind ive seen OEM are 130bar, and 135bar injectors in n/a engines.
155bar in TD engine
180bar in a 1.5D
I think that 120 bar is the wear limit.
ROR2.0 can you please find the source for the 180 bar vw 1.5D injectors?
The last time I checked the whole of the internet, the only location for those values was here on this forum 
. It is clearly a very essential value for yellow dot users.
Does anyone have any Rabbit brochures for promoting the benefits of purchasing the car for that year?
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#17
by
carrizog60
on 16 Oct, 2011 00:54
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use all specs like a TD engine.
timing near to 1mm, injectors at minimum 155bar.
search for some threads regarding vnt control,its well discussed here.
1Y is almost the same as aaz,so no worry for compression and such...
boas amigo
ja falamos
como esta a tua maquina ?
like this.
still going like day 1 and i am building a 11mm pump for it at the moment.
http://www.youtube.com/watch?v=FiQvU6AQRXEhope this get you inspired to get your hands dirty and build that engine!
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#18
by
R.O.R-2.0
on 16 Oct, 2011 09:09
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#19
by
carrizog60
on 16 Oct, 2011 09:45
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thanks!
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#20
by
RabbitJockey
on 16 Oct, 2011 09:49
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where are you getting 120bar and 130bar OEM injectors?!?!?!
only kind ive seen OEM are 130bar, and 135bar injectors in n/a engines.
155bar in TD engine
180bar in a 1.5D
I think that 120 bar is the wear limit.
ROR2.0 can you please find the source for the 180 bar vw 1.5D injectors?
The last time I checked the whole of the internet, the only location for those values was here on this forum . It is clearly a very essential value for yellow dot users.
Does anyone have any Rabbit brochures for promoting the benefits of purchasing the car for that year?
i agree with out a reliable source, information like that shouldn't be posted, like u i have never seen any other source for that number other than here.
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#21
by
R.O.R-2.0
on 16 Oct, 2011 10:20
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why the he!! else would the 1.5 have a 1.15mm timing spec??
it has a super soft, very early advance also..
i swear that ive seen a set ov 180bar injector bodies before even.. that was years ago tho. didnt know how significant they were.. they may have been some other break pressure tho.. it was long ago, and i cant say for sure..
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#22
by
RabbitJockey
on 16 Oct, 2011 10:30
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i don't know about the timing, that is where i have my yellow dot pump set at on my 81 rabbit with 135 bar injectors, and it runs properly, doesn't sound too advanced or anything at all(unless i pull the cold start). if u are not 100% certain about something u should mention that when u are posting info about it.
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#23
by
R.O.R-2.0
on 16 Oct, 2011 10:35
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well, if you are un-sure about info, and dont post about it, then you will never know if you are right or wrong.. make sense broseph?
i figured someone would confirm/deny the myth of 180bar squirters..
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#24
by
mtrans
on 16 Oct, 2011 11:34
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Nozzle opening pressure - new/used bar 125±5/112±5
Leak rate (dribble) bar/seks 110/10
by AUTODATA for my Fiat 2500 NA.
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#25
by
ibizz
on 17 Oct, 2011 05:48
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hey carrizog60
how do you control vanes ?
changing vacuum can by a waste gate ?
here you get oil supler to turbo , in oil sandwich ?
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#26
by
Mark(The Miser)UK
on 17 Oct, 2011 06:55
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why the he!! else would the 1.5 have a 1.15mm timing spec??
it has a super soft, very early advance also..
i swear that ive seen a set ov 180bar injector bodies before even.. that was years ago tho. didnt know how significant they were.. they may have been some other break pressure tho.. it was long ago, and i cant say for sure..
I'm partly in agreement with you, it would make sense, all other things being equal.
Why did VAG not go for an even softer spring and do away with the higher internal pump pressures if all they wanted was faster advance?
Greater atomisation does not improve efficiency IMO in a swirl chamber engine.
Most DN0 nozzles are run at 130bar ish for n/a's and 150ish for TD's There are exceptions, and I'll dig them out that go down to 110bar and about 3 engines from other makers that use 175 to 190 bar. Not sure if they are swirl or not, but at 200bar we get into the DI world....
What if the cam plate was a different profile, could that account for the anomaly?
We need either brochures from that period, or OEM owners
Was it even merely an attempt at emissions control, or an attempt to deal with fuel change, or performance related?
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#27
by
92EcoDiesel Jetta
on 17 Oct, 2011 08:32
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..................................
Greater atomisation does not improve efficiency IMO in a swirl chamber engine.
Most DN0 nozzles are run at 130bar ish for n/a's and 150ish for TD's There are exceptions, and I'll dig them out that go down to 110bar and about 3 engines from other makers that use 175 to 190 bar. Not sure if they are swirl or not, but at 200bar we get into the DI world....
........................................
Can you explain why you think that? My thinking is that greater atomization is always a good thing, so smaller droplet + swirl would combust more than bigger droplets + swirl.
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#28
by
RabbitJockey
on 17 Oct, 2011 08:35
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i do agree the advanced timing would make sense with the higher breaking pressure, but my car drives very smoothly and quietly at 1.15, if it were the regular pump that far advanced even with td injectors, i would think it would sound like a tin of marbles tumbling down the stairs. a different cam profile is something i had though as well, i could measure total life on my car i suppose.
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#29
by
RabbitJockey
on 17 Oct, 2011 08:38
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..................................
Greater atomisation does not improve efficiency IMO in a swirl chamber engine.
Most DN0 nozzles are run at 130bar ish for n/a's and 150ish for TD's There are exceptions, and I'll dig them out that go down to 110bar and about 3 engines from other makers that use 175 to 190 bar. Not sure if they are swirl or not, but at 200bar we get into the DI world....
........................................
Can you explain why you think that? My thinking is that greater atomization is always a good thing, so smaller droplet + swirl would combust more than bigger droplets + swirl.
i think the idea is that a larger droplet will burn more slowly, so it would be more likely to burn in the combustion chamber, rather than in the precombustion chamber where a lot of heat energy is wasted, which is the real down fall of the idi engine.