The problems of turbocharging that put the nails into its technological coffin the first time around haven’t changed. When you turbocharge an engine, the increased pressure produced by force-feeding extra air into it raises the temperature and pressure in the combustion chamber to the point where the engine wants to self-destruct. The easiest solution to this problem was to reduce the engine’s compression ratio and bring combustion-chamber temperature and pressure back into the survivable range.
As a result, modern engines have much higher compression ratios than their predecessors—as high as 12.5:1—in engines that inject fuel directly into the combustion chamber rather than the intake manifold.
nebivedu je napisal/-a:Tudi BRZ ima tako kompesijo. Anpak brz ni turbak. Bo pa dobil turbo kit v prihodnjih mesecih.
nebivedu je napisal/-a:Danes pa imajo razmerje višje. Recimo tanova subarujeva (turbo) mašina ima 147kW in 12.5:1 kompresijo.
Subaru FA engine
(Japanese: Subaru FA engine) The FA was developed from the FB engine, however, efforts to reduce weight while maintaining durability were the main goals of the FA engine. While the FA and FB engine share a common platform, the FA shares very little in dedicated parts with the FB engine, with a different block, head, connecting rods, and pistons. The FA also features direct injection (from Toyota) and Subaru AVCS variable valve timing system. It is used in the Subaru BRZ, and is identified by a Toyota engine family code known as the 4U-GSE, which is installed in the Toyota 86 and the Scion FR-S.[6] According to Subaru, 0W-20 oil is recommended.
Bore: 86 mm
Stroke: 86 mm
Displacement: 1,998 cc
Compression Ratio: 12.5:1
Power: 200 PS (147 kW; 197 hp) at 7,000 RPM
Torque: 20.9 kg·m (205 N·m; 151 lb·ft) at 6,400-6,600 RPM
A version with direct fuel injection and twin-scroll turbocharger was introduced in 2012 to the Japanese market for the Legacy GT DIT (direct injection turbo) sedan, and the Legacy GT DIT Touring Wagon.
Bore: 86 mm
Stroke: 86 mm
Displacement: 1,998 cc
Compression Ratio: 10.6:1
Power: 300 PS (221 kW; 296 hp) at 5,600 RPM
Torque: 40.8 kg·m (400 N·m; 295 lb·ft) at 2,000-4,800 RPM
Mgajvr je napisal/-a:poznam jih par, ko med točenjem redno dodajajo dvotaktol (uglavnem dragi TTS) v nafto.
pa še to v večini primerov v renaulte! to pa zato ker imajo veliko problemou z obrabam puš na visokotlačnih črpalkah.
dajo pa približno 2 do 2.5 dcl na poln tank
Viewer je napisal/-a:In kako se to pokaže? Avto obstane, raznese dovod?
jeronimo je napisal/-a:Da dodam še svojo izkušnjo z kvaliteto SLO goriv predvsem opevanega Agipa.
Učeraj mi je zamrznila njihova nafta po 40km prevoženih!!! tankal na Agip v Novem mestu 6.12.2012 filter goriva menal 500km nazaj in je useen zamrznilo.
Pa niti tok ni blo mrzlo (-12°C), res pa je da je avto stal 2dni. Odnos na telefonu je pa tut tm tm.
Tko, da zame Agip nima kvalitetnega goriva za zimo
jeronimo je napisal/-a:Da dodam še svojo izkušnjo z kvaliteto SLO goriv predvsem opevanega Agipa.
Učeraj mi je zamrznila njihova nafta po 40km prevoženih!!! tankal na Agip v Novem mestu 6.12.2012 filter goriva menal 500km nazaj in je useen zamrznilo.
Pa niti tok ni blo mrzlo (-12°C), res pa je da je avto stal 2dni. Odnos na telefonu je pa tut tm tm.
Tko, da zame Agip nima kvalitetnega goriva za zimo
Gel point is the temperature at which diesel or biodiesel fuel freezes solid and can no longer flow by gravity or be pumped through fuel lines. This phenomenon happens when a fuel reaches a low enough temperature whereby enough wax crystals have formed to prevent any movement in the oil. For #2 diesel this is usually around 17.5 °F (−8.1 °C).
jeronimo je napisal/-a:Po standardih mora naš zimski diesel zdržat do -21°C (filtrirnost).
To kar se je meni zgodilo je verjetno le šlamparija na Agip črpalki zaradi slabe pretočnosti le-te črpalke.
Se pravi d z dodatki bi moral diesel sedaj zdržat krepko po -10°C.
Po forumu brska: mišek in 115 gostov