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Unfortunately it’s getting a turbo.
I have done all I can to discuss the pitfalls; but people want what they want. I can only do so much. The internet is a powerful place. People see things and then “want.”
It is what it is.
What Did You Do To Your Diesel Today (WDYDTYDT)
- Thread starter OGBeno
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Unfortunately it’s getting a turbo.
I have done all I can to discuss the pitfalls; but people want what they want. I can only do so much. The internet is a powerful place. People see things and then “want.”
It is what it is.
thats very Zen of you...Unfortunately it’s getting a turbo.
I have done all I can to discuss the pitfalls; but people want what they want. I can only do so much. The internet is a powerful place. People see things and then “want.”
It is what it is.
retard the global timing .... or disable/retard the mechanical advance...
Nur mal so ein Gedanke, den vielleicht auch andere schon hatten: Um zu verhindern, dass der 3B-Motor kaputtgeht, ist es möglich, die Kolben mit den Mulden vom 13BT einzubauen?
Nein
Danke für Ihre Antwort. Haben Sie es selbst schon ausprobiert? Dadurch würde sich das Verdichtungsverhältnis verringern, was eine bessere Einstellung des Ladedrucks ermöglichen würde. Ein Versuch wäre es wert. Die Anpassung des Einspritzzeitpunkts ist auch nicht optimal. In den 70er-Jahren rüstete GM/Opel seine CIH-Motoren für den US-Markt einfach mit Muldenkolben aus, um die Abgasnormen zu erfüllen.
Not all 3B have piston oil squirters I think…
you would in effect be reducing the compression by half because the precup ( and the piston depression in the 13bt) are the whole compression chamber (or close to it), so you would be doubling the compression chamber if you did that...way to much compression reduction, you would do this with a thicker head gasket if you could but there is a 'fire ring' / liner protrusions that protect the gasket from being directly part of the combustion chamber and you would then be exposing the head gasket to combustion if you did this.... and there arent thicker gaskets like that....so there isnt a good solution
3b is 21/1
13bt is 18.5/1
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injection timing should be retarded a bit as it is on the 13bt to compensate for boost, injector pop pressure should be raised as well, and the mechanical advance is less as well on the 13bt, so you can approximate this on a 3b if you are interested in a non-destructive engine
I did 2 out these 3 on mine and its running around at 18-20psi boost, with conservative fuel setting..
Yes compression should be lowered theoretically... but there isnt a way that doesnt require custom pistons $$$.
Vielen Dank für die aufschlussreiche Erklärung. Sie haben Recht, da sich die Brennkammer direkt unter der Vorkammer befindet, findet aufgrund der fehlenden Kompression keine Zündung statt. Aber befürchten Sie nicht, dass bei 20 psi (der 13BT hat nur 8 psi) der Druck auf Pleuelstange und Kurbelwelle zu hoch sein könnte?
Yes very much
but pressure comes from fuel combustion not really the psi, low fuel = low peak pressure, also fuel introduction timing is important. Fuel after 'top dead center' is safer as the combustion is happening when the piston is moving down, retard timing, increase injector pop pressure, both contribute to keeping peak pressure after 'tdc'
and as boost increases heat and fuel-combustion ignition timing, this is important to address.... also more air means a leaner fuel mix which means lower heat which means slower combustion which again helps keep the peak pressure after 'tdc' (need an intercooler though to take the heat of turbo air compression out of the turbo air charge and conservative fuel setting) this is why retarding the automatic timer should be done as it increases injection timing with rpm
My turbo 3b runs cooler egt than it ever ran without one, but peak pressure...its just a guess
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Ein sehr aufschlussreicher Beitrag! Ich habe in vielen Beiträgen von erhöhte Abgastemperaturen gelesen, aber nur wenige bauen einen Ladeluftkühler ein. Ich hoffe, du hast viele Jahre Freude an deinem aufgerüsteten 3B.
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Be careful on the translation though as it may ruin some of the finer points there ( as i noticed when i reverse translated what i wrote there)
advanced learning models to the rescue...
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Fresh lifters, cam bearings, cam seal and valve cover gasket. Cam back in, tandem pump reinstalled, new oil filter cap.
One step closer to having the 2.0 TDI ready to install in the Prado. Next up is pulling the oil pan to delete the balance shaft module and install a new oil pump, drive gear, chain, tensioner and a different oil pan.
One step closer to having the 2.0 TDI ready to install in the Prado. Next up is pulling the oil pan to delete the balance shaft module and install a new oil pump, drive gear, chain, tensioner and a different oil pan.
Looks great to me….I’m waiting for the movie