View Full Version : ASKING ABOUT ALFA DIESEL ENGINES
ima li niakoi po-navatre v ne6tata i da me dade 6to gode po-qsna predstava za italianskite dizeli kato cialo i po-konkretno za ALFA???
С някоко думи;
1.Фиат въвеждат първия дизел с директно впръскване през 1987 с Фиат Крома ТДИ
2.Фиат разработват и въвеждат за пръв път Коман-Райл в АЛФА 156 през 1997
3.Фиат разработват Коман-Райл 2 поколения и го въвеждат в АЛФА 147 през 2002
В момента почти всички дизелови коли са на коман-райл....въведен за пръв път в АЛФА РОМЕО... :wink:
в момента 1.9jtd, 2.4jtd се водят за два от най-добрите дизелови двигатели. Дизелова кола на 2004 стана Алфа ГТ-1.9jtd
ето информация за въпроснта победителка alfa GT 1.9 mJTD (http://www.supercarsite.net/test_drive_gt_19_jtd.htm)
Преди няколко дни завърши 24 часа на Лъо Ман за дизели....Е познайте кой е прав Алфа 147 1.9JTD....3 обиколки преди НароднаКола Бора и БМВтата на 7 обиколки
KGB...da ti kaja ne sam mn saglasen s teb :( ..mislq 4e o6te prez 1996-97 se poqwqwa 1.9 JTD parvo pri Bravo/Brava...a da te pitam kade gi glega6 24 Le Man za dizeli???
1999 saw a mild facelift, both inside and out, and a variety of small engineering changes. Most significant were the replacement of the 12V 1370cc unit with a 16V 1242cc (82bhp) item, the increase of power from the 1998cc 20V engine, up to 154bhp, and a new common rail diesel unit, the 1.9 JTD (105bhp).
това е от www.carsfromitaly.com (http://www.carsfromitaly.com) и касае Bravo/Bra(d)va
:)
Alfa 156 JTD е първия сериен автомобил с common rail diesel engine
Moi 4owek...siguren sam 4e 96g. pri bravo/Brava slagat JTD-to,a 6to se kasae za parvia comman rail engine..to do kolkoto znam e na PSA ...i te darjat licenza za tozi dvigatel...
първите дизели на Фиат Брава/о не са комънрейл
моделите JTD се появяват през 98-99г.
a 6to se kasae za parvia comman rail engine..to do kolkoto znam e na PSA ...i te darjat licenza za tozi dvigatel...
ха ха ха :arrow:
чети внимателно проятелю!
The M-Jet system, secret of second generation JTD engines
The underlying principles of second generation turbodiesel engines remain the same, i.e. high injection pressure and electronic injector control. With one extra feature: during each engine cycle, the number of injections increases over and above the current number of two. In this way, the same amount of diesel is burnt inside the cylinder but in several portions to achieve smoother combustion.
The advantages include lower running noise, reduced emissions and a 6-7% increase in performance. All this comes with a level of engine efficiency that improves car handling still further.
These results are not to be underestimated, particularly because they are obtained with an engine that represents an incredible leap forward from prechamber diesels and even improves on first generation JTD engines.
The secret of the M-Jet lies in the control unit that governs the electric injector opening and closure system (and also in the injectors themselves). The crucial element is the electronic control unit itself that can perform a set of injections that may be very closely spaced. Fiat Auto's researchers developed the part (together with the injectors) especially for this application. It is designed to deliver the multiple injections that assure the designer more accurate control of pressures and temperatures developed inside the combustion chamber and also more efficient use of air taken into the cylinders.
This enables further goals to be achieved: quieter combustion reduced emissions and increased performance.
The M-Jet system is underpinned by long years of research. Our engineers began by resolving the problem of limits imposed by the control units. Then they went on to map the benefits they could achieve by plotting different multiple injection sequences (two secondary injections very close to the main injection; one secondary injection not too close to the main injection plus two closely-spaced secondary injections; one secondary injection and then two main injections close together after a certain period etc.) against different engine service conditions: in the idling region; with low loads and low rpm; with high rpm and moderate load; with low rpm and high load etc.
The study revealed the potential of the system and showed that great benefits are achievable in all cases, though these tend to focus on one field or another according to the type of sequence chosen and the engine service area targeted. In some cases, for example, the priority is to reduce start-up times and fume levels, in other cases it is to increase torque and reduce noise while in others it is to reduce emissions and ensure a quieter drive.
And now this research strand has led to the creation of M-Jet engines: another first for the Fiat Group in the diesel engine field. But we had been putting in a lot of hard work behind the scenes since 1986, the date that marked the arrival of the Croma TDI, the first direct injection diesel vehicle in the world.
At that time, this represented a true engineering breakthrough that was later adopted by other manufacturers. Direct diesel injection engines offered better performance and lower fuel consumption but failed to resolve the problem of excessive engine noise at low rpms and while speeding up or slowing down. So work began on a more advanced direct injection system and a few years later this led to the development of the Common Rail principle and the Unijet system.
The idea first came from the Zurich University research laboratories where scientists were working on an injection system that had never before been applied to a vehicle, i.e. the Common Rail system. The idea is simple yet revolutionary. If you continue to push diesel into a tank, the pressure inside will rise and the tank itself will become a hydraulic accumulator (or rail), i.e. a reserve of pressurised fuel ready for use.
Three years later, in 1990, the Unijet system developed by Magneti Marelli, Fiat Research Centre and Elasis on the Common Rail principle entered the pre-production stage. This stage was completed in 1994, when Fiat Auto started to look for a partner with superlative knowledge of diesel engine injection systems. The final stage of the project, i.e. completion of development and industrial production, was eventually entrusted to Robert Bosch.
Now our story has reached 1997 and the launch date of the Alfa 156 JTD with its revolutionary turbodiesel engine. Compared to conventional diesel power units, the JTD guarantees an average improvement in performance of 12% together with a 15% reduction in fuel consumption. These results meant that cars fitted with the engine were an immediate hit.
Now the time is ripe for the second generation of JTD engines, the M-Jet and multivalve units: in 2002 with the 1.9 M-Jet 16v (forerunner of this new family of multipoint injection engines) in 2003 with the 1.9 upgraded to 150 bhp for the Alfa GT and the 129 kW (175 bhp) 2.4 JTD Multijet 20v available on Alfa 166, Alfa 156 and Sportwagon models.
човек може само да бъде горд с италианското постижение :lol: :lol:
kato ima takiva diesel competitions ??? s 147-mici????i to 24 Le Mans ???
Карпачев,
Прочети внимателно и ще видиш къде пише...
В "Ево" списание за коли обявиха мултиджета за най-добрия дизел в света.
Относно състезанието погледни за Състезания с алтернативни горива....има няколко кръга от по 24 часа....
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