Μοτερ πετρελαιου ή βενζινας?
Μια ερωτηση που μεχρι πριν λιγο καιρο με απασχολουσε. Μπορει ο κινητηρας του Jimny να ειναι μια χαρα οσο το αμαξι ειναι στοκ... αλλα οταν αρχιζουν οι μετατροπες και φτανουμε σε διασταση ελαστικων 30 ιντσων και πανω, η δυναμη του μαμισιου μοτερ κρινεται ανεπαρκης.
Οποτε...
1) ειτε "πειραζουμε" το εργοστασιακο (οπως εχει συζητηθει σε αλλο τοπικ)
2) ειτε προχωραμε στη μεταμοσχευση με ενα δυνατοτερο κινητηρα.
Στη δευτερη περιπτωση εχουμε δυο επιλογες. Η πρωτη ειναι να βαλουμε ενα βενζινοκινητηρα ή ενα μοτερ ντηζελ. Συνηθως οι κινητηρες βενζινης αποδιδουν τη ροπη στις ψηλες στροφες, απο 3000 και πανω. Ενω το peak της ισχυς εντοπιζεται κοντα στις 5000 στροφες. Αντιθετως, σε ντηζελοκινητηρες, η ροπη εκτος οτι ειναι πολυ περισσοτερη, αποδιδεται και στις 2000 στροφες περιπου. Πραγμα που ειναι οτι πρεπει για εκτος δρομου οδηγηση, σε κομματια που χρειαζονται αργα περασματα ή αποτομες αναβασεις. Το ιδιο συμβαινει και με την ισχυ, η οποια ειναι στο peak της 2000 στροφες πιο χαμηλα απο ενα βενζινοκινητηρα.
Η Suzuki τοποθετει στο Jimny τον 1.5 DDis, ενα ντηζελ/ρα κατασκευασμενο απ'τη Renault.
Δειτε τα specs των δυο κινητηρων...
Jimny
Κινητηρας-----------------------------1.3VVT1.5 DDiS
Χωρητικότητα κυλίνδρων ccm----------13281.461
Σχέση συμπίεσης-----------------------9,5:117,9 : 1
Μέγιστη ισχύς--------------------------63 kW (86 PS)/6000rpm63 kW (86 PS)/3750rpm
Μέγιστη ροπή--------------------------110Nm/4.100rpm200Nm/1750rpm
Kαταναλωση(lt/100km)
Κύκλος πόλης--------------------------9,37,0
Κύκλος εκτός πόλης--------------------6,25,6
Συνδυασμένος κύκλος------------------7,36,1
Εκπομπές CO²-------------------------174 g/km162 g/km
Παρατηρουμε οτι ο πετρελ/ρας αποδιδει την ιδια ισχυ στις μισες σχεδον στροφες, σχεδον την διπλασια ροπη, ενω ειναι πιο οικονομικος και "καθαρος".
Υπαρχει ο "μυθος" οτι ενας πετρελ/ρας αν βυθιστει στο νερο δεν θα σβησει (με την προϋποθεση οτι η εισαγωγη του αερα ειναι εκτος νερου).
Ενας δευτερος "μυθος" ειναι οτι εχει περισσοτερη ζωη, ισως λογω κατασκευης του.
Οποτε κατεληξα στο προσωπικο συμπερασμα οτι ενας πετρελαιοκινητηρας θα ηταν οτι πρεπει για το Jimny, αλλα και γενικα για offroad.
Υπαρχουν ομως καποια αναπαντητα ερωτηματα... να μπει ο μαμισιος (ουσιαστικα της Renault) ή καποιος αλλος, απο μια εταιρια με παραδοση στα μοτερ-σκυλια οπως της Τoyota ή της VW? Tι γινεται οταν η τουρμπινα του πετρελ/ρα βυθιστει στο νερο?
Πληροφοριες:
http://auto.howstuffworks.com/diesel.htm
http://auto.howstuffworks.com/question399.htm
http://www.rocky-road.com/diesel.html
Μοτερ πετρελαιου ή βενζινας?
41 Δημοσιεύσεις
• Σελίδα 1 από 3 • 1, 2, 3
από Turanga Leela » Πέμ Οκτ 05, 2006 12:42 am
- Turanga Leela
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- Εγγραφή: Δευτ Ιαν 26, 2004 12:37 am
από Troll » Πέμ Οκτ 05, 2006 2:38 am
JIMNY
Gear ratios
--------------------M13AVVTDDis
1st-----------------3.6524.4254,246
2nd----------------1.9472.3042,357
3rd-----------------1.4231.6741,695
4th-----------------1.0001.1901,242
5th-----------------0.8641.0001,000
Reverse------------3.1665.1514,436
Final gear ratio-----3.9093.4163,416
Transfer gear ratio
High---------------1.3201.3201,000
Low----------------2.1452.6432,002
Gear ratios
--------------------M13AVVTDDis
1st-----------------3.6524.4254,246
2nd----------------1.9472.3042,357
3rd-----------------1.4231.6741,695
4th-----------------1.0001.1901,242
5th-----------------0.8641.0001,000
Reverse------------3.1665.1514,436
Final gear ratio-----3.9093.4163,416
Transfer gear ratio
High---------------1.3201.3201,000
Low----------------2.1452.6432,002
- Troll
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- Δημοσιεύσεις: 1583
- Εγγραφή: Πέμ Φεβ 17, 2005 5:03 pm
από Troll » Πέμ Οκτ 05, 2006 6:30 pm
more info...
"The 80bhp 1.5dCi K9K engine
New Clio dCi 80 uses an 80bhp version of the 1.5 dCi engine also seen in 65bhp form in Clio. Now equipped with an intercooler among other developments, it brings greater driving pleasure with a combined fuel consumption of 67.3mpg (65.7mpg for the dCi 65) and record low CO2 emissions of 110g/km - even lower than the electric hybrid Toyota Prius (114g/km).
A new benchmark for the market, the 65bhp 1.5 dCi Clio won customers with its ease of driving, low noise levels and market-leading levels of fuel consumption. Equipped with an air/air intercooler, injectors with greater flow and new calibration, the 80bhp version builds on these qualities, notably with a fuel consumption reduced to 67.3mpg combined and 110g/km of CO2.
With the 65bhp 1.5 dCi and now the 80bhp, Renault has developed an unparalleled family of common-rail turbodiesel engines (K9K). In order to achieve a good balance between performance and consumption and a compact under-bonnet installation, Renault’s choice fell on the development of an engine of smaller capacity (1,461cc) to reduce friction losses and consumption. This engine is turbocharged to offer a high level of driving pleasure.
A diesel injection system developed to reduce noise levels
The second-generation common-rail injection system developed for the 1.5 dCi in partnership with Delphi Automotive Systems only pressurises that quantity of fuel which is actually needed, thus improving efficiency with a consequent gain in fuel economy. It is also equipped with individual calibration for each injector, which allows the injection timing and quantity to be individually controlled for each cylinder.
This injection system allows better control of the quality of combustion and notably of pre-injection, which is continually adjusted. Thanks to a continuous process of checking and self-calibration (Accelerometer Pilot Control), the pre-injection quantity is always perfectly controlled throughout the life of the engine, to the benefit of performance, exhaust emissions and noise levels.
The injectors use a technology which allows a small force to open and close the needle, despite the high pressures employed. This has allowed both the valve and its operating solenoid to be miniaturised and installed at the heart of the injector, close to the needle. This yields shorter response time, allowing pre-injection to take place closer to the main injection, for even greater acoustic benefits.
Specific developments for the 80bhp version
Directly derived from the 65bhp version, the 80bhp version of the "K9K" engine includes specific developments in the areas of air supply and injectors. An air/air intercooler allows the temperature of incoming air, and therefore of combustion, to be reduced, to the benefit of efficiency. The intercooler is associated with a new setting for the turbocharger wastegate, allowing higher boost pressure (1.2 bar maximum compared with 1.05 bar for the 65bhp version).
The injectors use the same technology as in the 65bhp version, but they have been developed to offer a higher flow rate. The holes in the injector nose in the 80bhp version are therefore larger, allowing a 15% greater flow rate by comparison with the 65bhp version. Calibration has been reset so as to control the new operating parameters in an optimum fashion.
Thanks to these developments, power is increased to 80bhp and torque to 185Nm at 2,000rpm. The 80bhp 1.5 dCi engine provides vigorous response, with 90% of maximum torque available from the lowest speeds. By comparison with the 80bhp 1.9 dTi which it replaces, the 80bhp 1.5 dCi thus provides almost 16% more torque (+25Nm). This flexibility and power reserve at low speed is assisted by the adoption of a Borg-Warner turbocharger of extremely low inertia for a shorter response time.
Apart from the larger-diameter clutch, the 80bhp 1.5 dCi engine is also teamed with a gearbox with different internal ratios, notably a higher top gear (26.6 mph per 1,000rpm compared with 25.2mph for the 65bhp version), to the benefit of fuel consumption (24% or 13mpg better than the 80bhp 1.9 dTi engine in the combined cycle) and noise levels during motorway cruising. There is a noteworthy reduction of at least 4dB when compared with the 1.9 dTi engine at steady speed.
To the benefit of the environment, the engine’s smaller capacity and lower weight contribute to a considerable reduction in fuel consumption and emissions. Exhaust emissions conform with the Euro 3 (Euro 2000) standards, with the use of a two-way catalytic converter attached directly to the exhaust manifold for quicker warm-up from cold, and control of NOx emissions through the use of EGR (Exhaust Gas Recirculation) with an electrically operated valve."
link: http://www.press.renault.co.uk/releases ... icardo.htm
"The 80bhp 1.5dCi K9K engine
New Clio dCi 80 uses an 80bhp version of the 1.5 dCi engine also seen in 65bhp form in Clio. Now equipped with an intercooler among other developments, it brings greater driving pleasure with a combined fuel consumption of 67.3mpg (65.7mpg for the dCi 65) and record low CO2 emissions of 110g/km - even lower than the electric hybrid Toyota Prius (114g/km).
A new benchmark for the market, the 65bhp 1.5 dCi Clio won customers with its ease of driving, low noise levels and market-leading levels of fuel consumption. Equipped with an air/air intercooler, injectors with greater flow and new calibration, the 80bhp version builds on these qualities, notably with a fuel consumption reduced to 67.3mpg combined and 110g/km of CO2.
With the 65bhp 1.5 dCi and now the 80bhp, Renault has developed an unparalleled family of common-rail turbodiesel engines (K9K). In order to achieve a good balance between performance and consumption and a compact under-bonnet installation, Renault’s choice fell on the development of an engine of smaller capacity (1,461cc) to reduce friction losses and consumption. This engine is turbocharged to offer a high level of driving pleasure.
A diesel injection system developed to reduce noise levels
The second-generation common-rail injection system developed for the 1.5 dCi in partnership with Delphi Automotive Systems only pressurises that quantity of fuel which is actually needed, thus improving efficiency with a consequent gain in fuel economy. It is also equipped with individual calibration for each injector, which allows the injection timing and quantity to be individually controlled for each cylinder.
This injection system allows better control of the quality of combustion and notably of pre-injection, which is continually adjusted. Thanks to a continuous process of checking and self-calibration (Accelerometer Pilot Control), the pre-injection quantity is always perfectly controlled throughout the life of the engine, to the benefit of performance, exhaust emissions and noise levels.
The injectors use a technology which allows a small force to open and close the needle, despite the high pressures employed. This has allowed both the valve and its operating solenoid to be miniaturised and installed at the heart of the injector, close to the needle. This yields shorter response time, allowing pre-injection to take place closer to the main injection, for even greater acoustic benefits.
Specific developments for the 80bhp version
Directly derived from the 65bhp version, the 80bhp version of the "K9K" engine includes specific developments in the areas of air supply and injectors. An air/air intercooler allows the temperature of incoming air, and therefore of combustion, to be reduced, to the benefit of efficiency. The intercooler is associated with a new setting for the turbocharger wastegate, allowing higher boost pressure (1.2 bar maximum compared with 1.05 bar for the 65bhp version).
The injectors use the same technology as in the 65bhp version, but they have been developed to offer a higher flow rate. The holes in the injector nose in the 80bhp version are therefore larger, allowing a 15% greater flow rate by comparison with the 65bhp version. Calibration has been reset so as to control the new operating parameters in an optimum fashion.
Thanks to these developments, power is increased to 80bhp and torque to 185Nm at 2,000rpm. The 80bhp 1.5 dCi engine provides vigorous response, with 90% of maximum torque available from the lowest speeds. By comparison with the 80bhp 1.9 dTi which it replaces, the 80bhp 1.5 dCi thus provides almost 16% more torque (+25Nm). This flexibility and power reserve at low speed is assisted by the adoption of a Borg-Warner turbocharger of extremely low inertia for a shorter response time.
Apart from the larger-diameter clutch, the 80bhp 1.5 dCi engine is also teamed with a gearbox with different internal ratios, notably a higher top gear (26.6 mph per 1,000rpm compared with 25.2mph for the 65bhp version), to the benefit of fuel consumption (24% or 13mpg better than the 80bhp 1.9 dTi engine in the combined cycle) and noise levels during motorway cruising. There is a noteworthy reduction of at least 4dB when compared with the 1.9 dTi engine at steady speed.
To the benefit of the environment, the engine’s smaller capacity and lower weight contribute to a considerable reduction in fuel consumption and emissions. Exhaust emissions conform with the Euro 3 (Euro 2000) standards, with the use of a two-way catalytic converter attached directly to the exhaust manifold for quicker warm-up from cold, and control of NOx emissions through the use of EGR (Exhaust Gas Recirculation) with an electrically operated valve."
link: http://www.press.renault.co.uk/releases ... icardo.htm
Τελευταία επεξεργασία από Troll και Πέμ Οκτ 05, 2006 6:39 pm, έχει επεξεργασθεί 1 φορά/ες συνολικά
- Troll
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- Εγγραφή: Πέμ Φεβ 17, 2005 5:03 pm
από Troll » Πέμ Οκτ 05, 2006 6:38 pm
Ο Κ9Κ κινητηρας ειναι ο ντηζελ που μπαινει στο Jimny.
Σε που τσεκαρα δεν καταφερα να βρω καποιο σοβαρο παραπονο για τον συγκεκριμενο κινητηρα, παρα μονο οτι σε καταστασεις ψυχους εχει αποτομη λειτουργια κατα την εκκινηση, κατι που εμφανιζεται οταν υπαρχει ελατωματικη προθερμανση.
Για παραπανω βελτιωση του συγκεκριμενου μοτερ υπαρχουν ετοιμες λυσεις που φτανουν τα 103 αλογα με 240Νm ροπης!!!
Σε που τσεκαρα δεν καταφερα να βρω καποιο σοβαρο παραπονο για τον συγκεκριμενο κινητηρα, παρα μονο οτι σε καταστασεις ψυχους εχει αποτομη λειτουργια κατα την εκκινηση, κατι που εμφανιζεται οταν υπαρχει ελατωματικη προθερμανση.
Για παραπανω βελτιωση του συγκεκριμενου μοτερ υπαρχουν ετοιμες λυσεις που φτανουν τα 103 αλογα με 240Νm ροπης!!!
- Troll
- HJC Member
- Δημοσιεύσεις: 1583
- Εγγραφή: Πέμ Φεβ 17, 2005 5:03 pm
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