{"id":4088,"date":"2020-02-04T16:31:14","date_gmt":"2020-02-04T16:31:14","guid":{"rendered":"https:\/\/www.thomasgroupltd.co.uk\/?p=4088"},"modified":"2020-02-04T16:31:14","modified_gmt":"2020-02-04T16:31:14","slug":"under-pressure-part-1-of-the-diesel-injection-evolution","status":"publish","type":"post","link":"https:\/\/thomasgroupltd.co.uk\/under-pressure-part-1-of-the-diesel-injection-evolution\/","title":{"rendered":"Under Pressure: Part 1 of the diesel injection evolution"},"content":{"rendered":"\n<h3 class=\"wp-block-heading\">Two of the\nlargest gains of diesel injection development throughout the years have been\nelectronic control and higher injection pressures.<\/h3>\n\n\n\n<p>The greater the injection pressure, the more finely both the injector and injection nozzle will be constructed giving a droplet less gas like injection mixture. This improves atomisation and results in a better air-fuel mixture, meaning that optimum combustion is very nearly achieved. The more fuel able to be burnt at this finer gas gives a specific power and torque increase and due to the more effective burn with less fuel is needed to achieve this greater power output. <\/p>\n\n\n\n<p>Of course the higher pressures\nbring problems for the engineers to overcome in development. Many systems now\nrun at 2000bar with a few even higher. At this pressure the nozzle injection\nexit holes can be worn by the fuel so a laser rifle cutting system with relief\nhole edges was developed. The injector control operational speed has to be able\nto cope with the higher requiements and also be able to fire multiple times per\ninjection cycle. Piezo crystal controlled injectors are able to cope with these\nrequirements over the traditional solenoid injector controlled systems.<\/p>\n\n\n\n<p>Filtration on these systems is now even more important. With the injector exit holes being the same size as a hair on your head and the internal control valve tolerances being also very fine it takes only a little contamination to stop correct operation. Always use a quality fuel filter and fuel. A fuel additive such as <strong>FuelBright Diesel 1000<\/strong> can also assist in keeping the fuel system working to its optimum.<\/p>\n\n\n\n<div class=\"wp-block-button aligncenter\"><a class=\"wp-block-button__link has-background no-border-radius\" href=\"https:\/\/www.thomasgroupltd.co.uk\/fuel-bright\/\" style=\"background-color:#85c226\">For information about FuelBright Diesel 1000 click here<\/a><\/div>\n\n\n\n<hr class=\"wp-block-separator has-text-color has-background has-very-dark-gray-background-color has-very-dark-gray-color\"\/>\n\n\n\n<h3 class=\"has-text-align-center wp-block-heading\"><strong>Bosch development of injection pressure <\/strong><\/h3>\n\n\n\n<p class=\"has-text-align-center\"><strong>Up to 100 bar<\/strong><br>\nGoal at the start of development in 1922<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>Over 100 bar<\/strong><br>\nFirst series-production inline injection pump<br>\n(MAN truck, 1927)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>300 bar<\/strong><br>\nVE distributor injection pump (VW Golf D, 1975)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>900 bar<\/strong><br>\nAxial-piston pump (Audi 100 TDI, 1989)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>1,500 \u2013 1,750\nbar<\/strong><br>\nVP 44 radial-piston pump<br>\n(Opel Vectra, Audi A6&nbsp;2.5 TDI, 1996; BMW 320d, 1998)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>1,350 bar<\/strong><br>\nCommon rail (Alfa-Romeo 156&nbsp;2.4 JTD, 1997)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>2,050 bar<\/strong><br>\nUnit injector system (VW Passat TDI, 1998)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>Over 2,000\nbar<\/strong><br>\nCommon rail with piezo injector<br>\n(first deployed in the Audi A6&nbsp;3.0 TDI, 2003\/4)<\/p>\n\n\n\n<p class=\"has-text-align-center\"><strong>2,500 bar<\/strong><br>\nCRS3-25 common-rail system (available in series-production vehicles as of 2014)<\/p>\n\n\n\n<h3 class=\"has-text-color has-text-align-center wp-block-heading\" style=\"color:#3c5970\"><strong>About the author<\/strong><\/h3>\n\n\n\n<p class=\"has-text-align-center\"><strong>Graham&nbsp;Williams<\/strong> is the <em>Thomas Injection Workshop Manager<\/em> and has worked with diesel injection systems and auto electrical systems for over 45 years. <strong>He is a Bosch System Technician and a CAV diesel master repairer.<\/strong><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Two of the largest gains of diesel injection development throughout the years have been electronic control and higher injection pressures. The greater the injection pressure, the more finely both the injector and injection nozzle will be constructed giving a droplet less gas like injection mixture. This improves atomisation and results in a better air-fuel mixture, [&hellip;]<\/p>\n","protected":false},"author":2,"featured_media":4090,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[8],"tags":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v21.9.1 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Under Pressure: Part 1 of the diesel injection evolution - Thomas Group<\/title>\n<meta name=\"description\" content=\"Two of the largest gains of diesel injection development throughout the years have been electronic control and higher injection pressures.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/thomasgroupltd.co.uk\/under-pressure-part-1-of-the-diesel-injection-evolution\/\" \/>\n<meta property=\"og:locale\" content=\"en_GB\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Under Pressure: Part 1 of the diesel injection evolution - 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