Search results

I have been working on fuel injection systems for a few years. Every sordid detail is documented on MEM if you are on there. I can post some stuff on here but maybe I should start a new thread. This is one of the last runs with a needle injector.

I added a 0.5mm shim to the 1mm head gasket on this engine. It reduced the measured compression pressure by 5 - 6 bar. This is the combustion chamber layout:

A very wild guess would suggest that he was talking about air blast injection engines. In days gone by perfume used to be dispensed with a pump from little spray bottles with with a multi hole nozzle a bit like an air blast injection nozzle. Total conjecture :rolleyes:

The very big slow speed marine diesel engines still use crossheads today.

Johan van Zanten (passed away a few years ago) built a working model. Scroll down a little: https://machinemuseum.nl/modellen_v_zanten.html

I think one is the Diesel 250/400 that is in the Deutsches Musen in Munich: https://en.wikipedia.org/wiki/Motor_250/400 Another may be the first B&W engine: I hope this is helpful.

To me the key difference in Diesels work was that he started with the theory behind the design and then went on to try and realise it in practice. The earlier developers of internal combustion engines developed them as they went along, investigating various dead ends on the way. Carnot’s ideal...

The density of air is around 1.2kg/m3 so 10 cc of air is around 0.012g. Taking a fuel air ratio of 14-1 this would require 0.0008g of diesel fuel. The density of diesel fuel is around 0.8kg /dm3 so at full output around 1mm3 of fuel would be required. This could be achieved with a plunger of 2mm...

Ball valves for small volumes are a problem. That’s why I decided to deal with the alternative problems of using an inlet port closed by the pump plunger as on a full size pump. As you say the delivery valve is much easier as it has a much higher pressure differential across it. Unless you are...

It's been done :)

I think that your figures refer to pure adiabatic compression. Small engines will have significant heat losses, especially when cold starting which will reduce those values. I started out using the information that a ’full size’ direct injection diesel will cold start with around 14-1...

I have always used the hot method with a final skim to diameter having aligned the rings on the mandrel with a sizing ring as described in 'Model Engineer's Handbook' by Tubal Cain. This book also has several pages on the design calculations and wall pressures for steam and IC rings. I agree...

Nicely done :) There were orange ones, but a bit brighter.

I have not hardened any crankshafts, just used a moderate carbon steel. I have successfully made single cylinder (two lobe) camshafts from hardened silver steel just heating with a gas torch and water quenching. Longer silver steel camshafts tend to distort with this simple method and are...

Welcome to the Forum. I am near Zürich.

An interesting idea :-) Do you have a means to balance the injection timing accross all 4 cylinders?

4 is fixed, the brass knurled bit on my version. It has an angled surface to match one on the drive gear which causes the piston 6 to reciprocate. The phasing of this to the flat on the bottom of the piston controls the flow rate. Easy to adjust down to small flows and no valves to stick/block.

Yes it pumps and if you adjust the phasing of the ramp too far it also sucks. This is how I made it, not as elegant as the ETW version but it also includes a distribution manifold.

This is the original oil pump design from ETW.

Most of the clag that comes from my diesel is unburnt fuel that gets past the piston. It has a low pressure, low volume pump system for the plain main bearings and big end. The crankshaft is drilled through from both ends and oil is fed via both main bearings to the big end. The little end and...