Interesting findings. Lower EGTs and full boost at 3200 rpm, about 200-300 rpm earlier. The monitoring data suggests, you have been shifting later with connected exhaust, especially first to second gear: Rpm 3093 vs 3580. Maybe set an rpm-alarm for more consistent shifting? I think the rev limiter is asking for a raise so it can stay a bit longer in its 'happy zone'. The embedding of monitoring data has added great value 👍
Keep in mind the engine is still running on the governor so I have to both watch the tach and "feel" the engine output. The EMS 3 has an alarm that I could use, but if I trigger the RPM MAX alarm it will switch the display from all channels to just RPM and that would spoil the data video.... no mater what, its still the fastest 3 cylinder 719cc Saturn in the world... lol
Here's an idea...pre-heat the fuel by tapping into the coolant, or better yet, from the really hot oil return line from the turbo. Heat will lower the fuel's viscosity ratio and cause it to atomize more finely during the injection cycle, making cleaner exhaust at high power.
Instead of a manifold you could do long tube headers; that would reduce exhaust temperature significantly. The manifold is the main choke point where heat is at its worst. Manifolds are also highly restrictive in terms of air flow, where good headers flow way better.
I write this under a previous video, but here it is again. If you could come up with a contraption that automatically adjusts fuel based on boost, you could eliminate the temperature issue. Old turbo diesels with mechanical injector pumps used a spring loaded diaphragm actuating a small piston to achieve this.
They have them on P-pumps and other similar inline injection pumps too. Of course the other way around it is to tune for full boost and use your right foot to control the fuelling as boost builds when accellorating.
Yeah, I reckon removing the wastegate or pulling the hose off so it can free float more fuel will make more boost. Also I would fit a smaller turbo a VQ38 off a 3 cylinder Daihatsu diesel.
The diesel Saturn has been alot of fun. Youve effectively made the perfect vehicle for mixed city and backroad use where the speed limits dont exceed 45 mph. Since the belly pan mod did such a wonderful job helping the insight it would be interesting to see the kubota go into that baby
@@chevyinlinesix robot cantina has been getting consistent watches from me for quite some time. It's been a wonderful thing to watch things progress over time. It's a coffee and cantina habit for sure. 🤣
Yeah, nice video! IMHO boost is rising very slowly, whole idea of wastegated turbo is that you can use smaller turbine case(A/R) so you boost up the quick on low rpm and not over boost it on high rpm. Ideal would be that you have a full boost at less than 2000rpm so low end torque and power would be much better. 😎👌
The turbo is frequently seen on kei cars with similar displacement, 660cc, but gas engines that spin 3x as fast. All that is to say the turbine would like more gas flow, but turbo selection for small engines is very limited.
For me, as I was growing up in estern Germany in the 1980's, the engine sounds more like the 3 Cylinder-2-stroke engine (992qcm, 50PS, 91Nm torque, 0-60 miles/hours in 27sec.) in a Wartburg 353, a Companion of the Trabant 😊. But you reached now a better fuel economy than 10.3L gasoline/100km. Great project. Thank you.
Good morning! I thought about this the other day. It won’t be an exact science, but it should give some ball park figures. There is a method for calculating the approximate power at the wheels, and it is surprisingly accurate, and for the kabuta Saturn, it will be more than adequate. The method requires the vehicle’s weight with driver, a known 1/4 mile distance, and the vehicle’s trap speed at the 1/4 mile. These numbers, when plugged into the formula, will generate the approximate horsepower required, and will give us an idea of how much power the little engine is now making ;) The formula can be found online, and there are free phone apps available as well.
Simple explanation from the old farmer's tale: Diesel engines make more power the hotter they get. Right up until they blow up, or melt, or both. Which is why you don't want to let your diesel-engine tractor roll over on its side. Apart from the resulting high level of personal excitement and danger, the engine will start consuming its own engine oil, and will speed up and up and up until it goes boom. By disconnecting your exhaust, you decreased back pressure, allowing the air-fuel charge to move more efficiently through the engine. This slightly decreased the exhaust temperature, reflecting a lower combustion temperature and yielding just a little bit less power for the amount of fuel you were giving it. Anyway, that's my two cents. Much of what works for gasoline engines works opposite for diesels, which is makes them so weird and wonderful.
Love your episodes. It's a lot of fun watching how methodical you are. My engineering mind loves that. Exhaust systems are just that - systems. I suspect there was some kind of pulse scavenging effect going on that was ruined when you disconnected the rest of the system. It looks like the turbo made a little more boost and that could be why the EGTs were down. I suspect the right next more is a bigger downpipe and if there's time I would love to see that going to the remainder of the old system. Can you get the slightly better efficiency of the turbine and cooler EGTs with the extra scavenging? It saves you from building a whole system and if it's something that can carry over to the new project it's not a waste of time or money... For the predator - you have to do twin pipes... At some point you need twin pipes on it. But, you can also experiment with different systems, but straight duals have a unique sound somewhat like an older Harley. Not exactly the same, but somewhat. And lastly, I hope nobody says "you need backpressure..." or similar... If you think you need backpressure and it's as simple as that - shove a cork in your tailpipe... Exhaust systems are complex, fluid dynamic systems that have a variable heat and pressure relationship with acoustic tuning - i.e. the pulses can help or hurt things, reversion, etc. If you have a V8 drag car with headers and you run open headers at the flange - you will always go faster if you add a 15-18" collector extension. It's the same diameter pipe and there's no change in pressure, but the waves have more time to balance out. You can start with a longer pipe and paint it and where the paint burns off - cut it there. It will give you the best HP and TQ boost you can get. Change the cam, heads, intake, etc and that point changes too. Just remember - it's a system. It all has to work together. Oh, and BTW, I think the wheel bearing is going bad... ;-p
ANY thoughts on my suggesting of a 'Heath Robinson' style - 5 Litre pressurised Garden sprayer (filled with Ice Water (maybe a bit of alcohol mixed in too???) for those 0-60 time runs?- as cold as you can get) with fine mist spray nozzle coating the Intercooler.. 'Insto cooler intake air = denser'). Maybe a waste of time, but with intercooler sitting on top of engine, 'Chillin in down' with ice water.... Mayyyy help??? Also... WILL it... Affect Exhaust gas temperatures too? Hmmm... 🤔🤔🤔😏 😎🇬🇧
ปีที่แล้ว +13
Now I understand why it's called MADMAN... I was monitoring the figures (mainly EGT and boost) like mad while you were flooring it :) good stuff, just keep it going, you really make our Sundays!
Seems like the Kubota is asking for more fuel with the exhaust opened up. Turbo wrap and more boost wouldn’t hurt either. Having an exhaust outlet in a lower pressure, less turbulent area would also help too (and keep the EGT low, so more fuel and more boost). Excited to see the Predator twin going into the Renault. It’s not far off of the factory engine’s power numbers out of the box, and there’s plenty of room for turbos and intercoolers in that engine bay.
more fuel and exhaust wrap will raise egt. combustion temps will rise with more fuel, and the wrap will hold more of the heat in. The wrap could help turbo response as a result.
@@dukeofnyd1 Needs more fuel AND air. Can't just add fuel and more fuel or itll get too hot. He didn't double the boost in this video vs last. Added a few pounds vs last time, but also added fuel. What is "high" for egt depends on the engine. He is already near the limit he set. The power output of this engine so low to start with that boost doesn't do as much as you would think.
counterintuitively, a turbocharger isn't really driven by directly by exhaust pressure or flow, but rather by exhaust gas expansion, i.e. how a steam engine works. this means you actually _want_ higher EGTs, with a high temperature delta across the exhaust side of the turbo, and a larger exhaust outlet than you would have on a naturally aspirated exhaust manifold. edit: thinking about the size of the exhaust side inlet and outlet of an average mitsubishi TD04, you probably want a ~1:1.5 ratio of exhaust manifold to downpipe size, though that's for a gas engine, so ymmv.
I think your timers for acceleration will be more accurate if instead, you do a rolling start. Maybe start the timers at 5 or 10 mph and go to 55 and 60 mph. Reason being, your launches aren’t consistent. (Not to your fault). But it can easily cost a second or 2 in your data. Keep the videos coming! I don’t miss any!
Well you are certainly cornering the comment generation market. What a train wreck of input from guys that know nothing of forced induction, and even less about diesel. Well played sir... well played. So long as you don't turn into a Scotty Kilmer I'll hang around to see what shenanigans you get up to.
interesting that the no exhaust reached the speed marks at lower RPM's.... hence of course lower EGT per speed mark. Strange though that it took longer to get to each speed mark. Maybe with bigger exhaust you need to up the fuel again?
A slight injection pump timing tweek and there's another second could be shaved! Would absolutely love to see that car on a dyno! There's gotta be a close shop that would do it for a shout-out and science, strictly for educational purposes that is. I'd guess 24 wheel hp as it sits
Now I know you're keeping an eye on that wheel bearing. But... If you're consistently losing a fraction of a second. You can't rule out that wheel bearing as the cause unless you hook the exhaust back up and run the test again. In my former experience as a poor white person. Failing wheel bearings get worse in an exponential fashion. That wheel bearing could cause the car to lose a fraction of a second in between those two test. I love this channel. I'm just saying the more test you do on that wheel bearing the more it will be possible for it to skew the results. Thank you.
The most important part of a turbo exhaust system is the the dump pipe coming off the turbine housing. That flat flange against the wastegate flap is robbing you of power and response. The best are individual pipes, 1 that exits out of the turbine side that immediately steps up drastically in diameter and sharply. No nice merge from 1.5 to 2 inches a sharp abrupt step is required. The wastegate side should have its own pipe that then merges into the main exhaust down stream. A divider in the turbine housing attached to the exhaust flange should be included for this to truely work. After doing this it will spool earlier and more than likely add a psi or 2 to the boost seen by the engine. Try it and thank me later 👍
You should do a compound turbo set up, so add another turbo that feeds into this turbo that’s even bigger to get more airflow. Also try hooking up water methanol injection.
Could it be cam or timeing not designed for less backpressure and opening exhaust valve to early? May can just throw a little more fuel to compensate and may run a little cooler running fat. Would be cool to have a hood scoop. Also it would be funny and janky if you found a small electric fan for intercooler and had it come on when your voltage got to high to lower it back to normal in a way your not supposed to lol
I´d like to buy something small (light) off the trusty old Saturn when You scrap it, it´s been a quite reliable test bed but I think the Kubota would fit the Renault way better because the Renault is lighter. That would be fun to see and You´d have the only one there is. Have a beautiful day, Greets from Germany
I still stand by increasing your injector POP to get the fuel saturation better with that extra air. If someone can get me a PN I might be able to get you a set and could set the POP....
Hey jimbo! I’ve been watching for a while and I think you need a Boost controller for the turbo wastegate, as the boost rises the waste gate slowly opens, therefore you loose flow over the turbo. I designed a basic one using an arduino and a few cheap parts, if your interested hit me up and I’ll supply you with a parts list and the code :) hope this can help you spool the turbo faster and keep that boost in the top end 👌🏻😁👍🏻
You can find my email in the "about section" on the channel home page. I'm not sure what direction we will be taking this car in the next few episodes but we are pretty much done with it.
2:40 A more accurate way to measure is to put the screw on the back of the caliper ( at the end of the black strip ) Flip the caliper over and this will show what to do
The turbo acting as a muffler is a cool demonstration of part of how it works. When the exhaust valve opens, there is usually still a lot of pressure in the cylinder. That initial pressure blasting out of the exhaust makes the majority of the noise. The turbo functions by expanding pressurised exhaust through the turbine to extract its energy- net result, a weaker pressure pulse going out the tailpipe and less noise. If you put a super sensitive tach on the turbo you'd probably see a jump in the turbine RPM in time with each exhaust valve opening.
I'm wondering how this tiny engine will perform inside a 440 lbs (200 kg) less than the Saturn if you can make the R10 weight 1600 lb (726 kg). Anyway, the kubota did really well on this massive Saturn.
Okay, I've checked on what EGT are safe (2.0 TDI 140hp tuned to 170bhp), 900*C egt and it takes fuel off. So You're safe :) Also, people are doing 900-95*C while ECU tuning it. Hope it helps!
On turbocharged engines you don't want your exhaust stream exit dumping at just any random angle into the passing slip stream. I know that v-band is tucked up behind the fender/coraplast, but just saying you may want to check whether there's enough turbulence happening there to make flow less than ideal - even the fact that there's a slipstream 4" away from and perpendicular to the exit can be problematic. The exhaust should dump same direction as airflow to be correct. Remember, N/A engines are less effected by this - but any back pressure on a turbo engine kills boost because it acts as a brake on the turbo.
@@WhateverpoopiepantsOh my bad. I forgot to ask you about it and instead relied on my decades of experience building forced induction engines and racing them.
@@Whateverpoopiepants ??? I did. Stop acting like you own the internet. I'll say things exactly the way I want to. I don't answer to you. There are a lot of people saying things about back pressure here that only apply to naturally aspirated engines. Even a small amount of resistance limits boost on a turbo setup. The exhaust setup he had was preferred to dumping the exhaust into you slipstream at any other angle than parallel with it.
backpressure pre turbo is what spools/powers it.. you have to have it. post turbo you want it as low as you can get it. the slip stream wont affect the exhaust flow. There's plenty of force pushing it out.
I think the difference was that the full exhaust got shifted into 2nd at a higher rpm, hitting a peak psi of 12 vs no exhaust peak of 6psi while in first gear. This caused it to build boost faster through 2nd giving it a slight edge. Although this is just me overanalyzing one run :) The shift rpms i saw (peak from frame by frame) started rolling at 3086rpm full ex vs 2937rpm free flow. shifted into 2nd at 3580rpm full ex vs 3140rpm free flow, then into 3rd at 3584rpm full ex 3476rpm free flow, both shifted into 4th at 3531rpm
Ya!! It seems like all of my favorite TH-camrs knew I was gonna be layed up for a while. So they all put good videos out! So I know the saturn is only a temporary car but, would a propane injection cool the EGT’s at all? Just a suggestion, not a diesel expert by any means. Just always seemed like propane was nitrous for diesel guys. Thought the 670 was going in the insight? Either way us viewers have been chomping at the bit for a 670 swap! Thanks Jimbo, you rock😎
CANTINA, we love the short short videos, you have been putting out recently.. I watch them while I am waiting for my plane at the airport. thanks, ROBOT 👾👾👾👾
Jim, Usually on those turbos with a wastegate next to the outlet, yiu get whats called a 'Bell mouth' housing, which lets exhaust gas ecit smoothly rather than running up against the flange...
I am constantly having to work on Kubota engine more and more due to light equipment that is using Kubota engines on wheel loaders, chippers and stump grinders. They are good little work horses. I've always wondered what it would do in another vehicle, but what I haven't heard is what model the Kubota is. It looks like a D1305, D1105 or smaller. Oops my bad I had to look back on your page and see that you first installed it to find the model#. Its a D722. wow that is small at 20hp OEM . The changes are impressive for such a little thumper. Do you plan on a dyno test?? I sure would like to see the numbers on it
so, before watching the whole video i am going to say that i'd expect that both a proper Tubular Exhaust Manifold and a more free flowing Exhaust would be great upgrades for this car, they will significantly decrease EGT's and increase Power and Power capability.
Do you want to reduce egt more and improve throttle response ? I wrapped the manifold and turbine housing on my Cummins the egt for 1psi went from 600 to 500. There are wight papers on the benefits of preserving the gas temperature/pressure through the turbine. On a lab dyno 6.7l Cummins they demonstrated a 10,000 rpm gain at every tested engine rpm. Due to using a basalt turbine blanket . My conclusion is that the additional retained internal temperature reduces condescending increasing the pressure delta making more shaft hp. More air can be charged at same injection rate . This leans the mixture. Results in reduced EGT. It has been proven with N2O there is a lean limit . I've only gotten poked and geared for asking; what are the symptoms of an over lean diesel ?
I had been wondering if you would exceed oem performance with a jazzed up 670 in that insight, I know that it just won't fit, I'm confident that a jazzed up 670 is going to blow away oem performance on the Renault, do you by chance still have a plan or even an ambition to continue that challenge with the insight? (I dont know if your plan was ever even to try to exceed oem performance with the 670 in the insight, that was just the question I had been asking myself) Keep making these videos, ill keep hitting the like button! Thanks RC crew!
Would still love to see a cheap water/meth kit slapped on the saturn. Some -20* washer fluid and a boost referenced spray nozzle should work. Tho fine tuning it all might be tricky, but the madman might help
While you have all these sensors connected it would be interesting to see if a cetane number increasing additive makes any difference on 0-60 times, EGT, and maybe visible smoke out of the tailpipe or if it does nothing. I realise that's probably straying into @projectfarm territory and the results would likely end up being statistically insignificant but we won't know until you try!
I noticed you're not reaching full boost until like 3400rpm, i wonder if the turbo outlet flange is cause of a lot backpressure and turbo lag. Making that flow better might improve boost down low, otherwise you'd need a smaller turbocharger. Maybe even a small variable vane if you wanted excellent performance in a future engine transplant
The reason that the open exhaust slightly slowed down the car is because it was making more boost with the same amount of fuel and lost efficiency aka power. The egt’s your running are super safe. A stock turbo diesel will run 1100 to 1150 max egt’s. With that said you can run hotter and get away with it but there’s really no need for that unless your racing. The biggest gain you could achieve from this setup would come from an injection pump design for boost. Right now your fueling is based on rpm. If you had a boost reference pump you would be making full boost at probably 2000 rpm or lower. There’s a lot of potential left here. Maybe your turbo is about maxed out but if you get the fuel and boost to come in at a much lower rpm this thing will feel like a completely different machine. Keep the content coming and don’t be afraid to pull the fuel screw completely out. Your foot can do all the fuel control that is needed.
Another good episode! Part of my Sunday schedule is to watch Robot Cantina before I go to bed. You have become an enjoyable habit. Who could imagine I would be captivated by a Toyota running on a lawn mower engine and a diesel Saturn. I can't wait for the Renault with the V-twin. Phil
I also noticed you hit 16PSI boost with no exhaust whereas with the exhaust you hit a max of 15PSI. I also see the coolant temperature difference was greater than 10°F. Could the overall temperature of the exhaust & block not being hot enough been a factor in the slower times? I recall an issue earlier in the Kubota series not getting warm enough.
While maybe not conducive to a top mount intercooler, I did an experiment with a windshield washer pump that spray water directly onto the intercooler when activated. The results to the intake air temps were pretty interesting if you're looking for an interesting yet cheap experiment.
The Cow At the Car Wash By Elton Camp Tex had a longhorn he hoped to sell But it was too dirty to do very well It’d been lolling in the mud and dust To get it all cleaned up was a must So Tex pulled into the car wash bay He put in coins and began to spray He washed the critter nose to tail Got it all ready for the cattle sale But loading it back onto the truck He got gored and was out of luck So here’s the moral to this tale Wash a cow and it may impale 🤠🤠🤠🤠🤠🤠🤠🤠
Wheel bearings in those Saturns were basically half junk when new. I had one that I ran up to 335,000 miles and I couldn’t even tell u how many wheel bearings I put in over the 12 years I drove that thing. I wanna say 3 sets in the front and 2 sets in the back.
Thing I noticed is the engine coolant temperature didn't get close to 180°F with the exhaust disconnected. I wonder if that was the reason you went super with the exhaust system disconnected? Well, if you're done testing with this chassis, we'll never know, now.
Another entertaining video, you make my Sundays, I was late today but usually it would be a bowl of oatmeal with maple syrup and Robot Catena. Never mind the detractors and nit pickers, most of the regulars come here for entertainment and we really appreciate it. Keep it coming, we really appreciate your sense of humour and ingenuity.
The reason the no exhaust was slower is because he only revved it up to 2800 rpm making only 3 psi of boost instead of rpm 3000 making 6 psi of boost so in summary the poor launch was the reason it wasn't faster.
Got to see the Renault...Sheesh. what an ugly duckling...but it looks like a breeze to work on! Plus it looks light as a feather! Should get some high Em Pee Gee's!
Thanks for another great video on the Saturn. Compared to the Renault, I guess it has a better aerodynamic value, but the Renault has more lightness to it, so the race will continue! 👍💪✌
I wonder what power difference if any. what would it do if you put a high pressure lift pump and fed the injection pump higher pressure. would that increase the injection output? These engines normally run with gravity feed or a rattle pump at a few psi. Would 20psi or more increase power? Just a thought. I have also talked to guys that run these engines in garden tractor pulls and they add a second head gasket to reduce compression then add turbo.
You're having some major performance issues because of the setup of the turbocharger your using you need to install one that mounts right to exhaust manifold because doing this will help reduce EGT'S and also help with turbocharger spooling well because of the current setup of the turbocharger used here is the exhaust flow is being constricted before it even makes it the turbocharger and thus increasing the EGT'S at wide open throttle and in 5th gear because of the exhaust manifold to turbo adapter you might want to address this problem before you use this engine in the next project vehicle it's going in.
Hotter exhaust gases flow better than colder exhaust gases. It's commonly known in the tuner world that heat wrapping your exhaust to contain heat in the exhaust improves flow. The result you have observed with lower exhaust temperature leading to slower acceleration is not only logical but also expected
I wonder if without the exhaust removed, some of the exhaust finds its way back into the intake, or simply raises the temperature of the intake air. That might explain the reduced performance.
Hey, is it possible to spray multiple injections of diesel during the power stroke in your engine? Like grind a new cam profile to allow for a second spray or 3 total with a slight increase duration each time? It means you are able to maintain pressure in the cylinder near the top dead center position and burn the fuel still because there should still be air to burn. It would maintain pressures and increase torque for the engine. See, it would try and maintain the initial pressure during combustion at top dead center, but as the vessel containing it increases in size then it drops, but because it's a larger surface area too it means you actually need more fuel burnt to be able to make near the same pressure as top dead center would have. Basically, it maintains pressure closer to that of top dead center, but doesn't over pressure the cylinder and doesn't over accelerate the piston. So it's able to make more power without damaging the engine. It will make more heat though and burn more fuel. But you have a turbo so it, should, mean that you are able to burn a little more fuel after the initial compression ignition because it's still hot enough and pressurized enough with enough air still to burn! It might be the answer to your power needs without breaking your piston heads or cylinders from too much boost. But of course, exhaust has temps would be a bit rough. So I would assume you would need to burn much leaner to compensate for the extra fuel burnt by using less for each injection than you are now. But our right more is being burnt, total wise. Hope it helps! 😊
I love how this is slowly escalating into MOAR POWAAAAAARRRRRRRR!!!!!!
I wish there was some way we could predict what you're going to do with that white car😂
Interesting findings. Lower EGTs and full boost at 3200 rpm, about 200-300 rpm earlier.
The monitoring data suggests, you have been shifting later with connected exhaust, especially first to second gear: Rpm 3093 vs 3580. Maybe set an rpm-alarm for more consistent shifting? I think the rev limiter is asking for a raise so it can stay a bit longer in its 'happy zone'.
The embedding of monitoring data has added great value 👍
Definitely needs a bit more rpm, question is can the engine manage that
Keep in mind the engine is still running on the governor so I have to both watch the tach and "feel" the engine output. The EMS 3 has an alarm that I could use, but if I trigger the RPM MAX alarm it will switch the display from all channels to just RPM and that would spoil the data video.... no mater what, its still the fastest 3 cylinder 719cc Saturn in the world... lol
Here's an idea...pre-heat the fuel by tapping into the coolant, or better yet, from the really hot oil return line from the turbo.
Heat will lower the fuel's viscosity ratio and cause it to atomize more finely during the injection cycle, making cleaner exhaust at high power.
The speed was less because of less density of the exhaust gasses. That allowed less force against the turbine wheel.
Instead of a manifold you could do long tube headers; that would reduce exhaust temperature significantly. The manifold is the main choke point where heat is at its worst. Manifolds are also highly restrictive in terms of air flow, where good headers flow way better.
Mmm v-twin Renault goodness
Great video I just wish they were longer
Woww,you're going to double both the hp and reliability on that ancient 10 !! Hey,it might even be able to get out of its own way too ..😅
I write this under a previous video, but here it is again. If you could come up with a contraption that automatically adjusts fuel based on boost, you could eliminate the temperature issue. Old turbo diesels with mechanical injector pumps used a spring loaded diaphragm actuating a small piston to achieve this.
yeah, some kinda servo instead of bolting the fuel adjustment down. fashion a gear system and there you go.
They have them on P-pumps and other similar inline injection pumps too. Of course the other way around it is to tune for full boost and use your right foot to control the fuelling as boost builds when accellorating.
It’s called a Aneroid Fuel Control or AFC for short.
Yeah, I reckon removing the wastegate or pulling the hose off so it can free float more fuel will make more boost. Also I would fit a smaller turbo a VQ38 off a 3 cylinder Daihatsu diesel.
Using vacuum
I like how Jimbo keeps saying "acculator" like it's a real word.
And I'm going to keep telling myself that until it doesn't bother me 😂😂
Was that the thing next to the flux capacitor?
@@MonoBrawI Yup, between that and the blinker fluid reservoir.
That's correct terminology for an engine that doesn't have sparkolators. At least that's what Derek from Vicegrip Garage would have you believe.
@Samsung Tvset Figures those Diesel guys would have diff'rent writins than stuff for digical engines.
Well if it's vacuum actuated via an accumulator maybe it's a portmanteau of accumulator and actuator?
The diesel Saturn has been alot of fun. Youve effectively made the perfect vehicle for mixed city and backroad use where the speed limits dont exceed 45 mph. Since the belly pan mod did such a wonderful job helping the insight it would be interesting to see the kubota go into that baby
Sunday morning. No work, just grab a cup of Joe and enjoy a robot cantina video .😎
Literally waiting for my coffee when I realize this was up 😂
Also I have a lot of shite to deal with today and tomorrow, what a great start to the day 😎
Right there with ya indeed!
I'm at work drinking my morning coffee and watching this. It's such an interesting series, I watch every episode 🙂
@@chevyinlinesix robot cantina has been getting consistent watches from me for quite some time. It's been a wonderful thing to watch things progress over time. It's a coffee and cantina habit for sure. 🤣
I sent the first madman video link to the guy who invented madman…
He loved it !
I just sent this one too
(I used to live in South Africa)
Yeah, nice video! IMHO boost is rising very slowly, whole idea of wastegated turbo is that you can use smaller turbine case(A/R) so you boost up the quick on low rpm and not over boost it on high rpm. Ideal would be that you have a full boost at less than 2000rpm so low end torque and power would be much better. 😎👌
It's also not great with boost recovery after shift.
The turbo is frequently seen on kei cars with similar displacement, 660cc, but gas engines that spin 3x as fast. All that is to say the turbine would like more gas flow, but turbo selection for small engines is very limited.
Could probably use a turbo from a diesel Smart car, if I recall they're roughly around the same CC as the Kubota.
For me, as I was growing up in estern Germany in the 1980's, the engine sounds more like the 3 Cylinder-2-stroke engine (992qcm, 50PS, 91Nm torque, 0-60 miles/hours in 27sec.) in a Wartburg 353, a Companion of the Trabant 😊. But you reached now a better fuel economy than 10.3L gasoline/100km. Great project. Thank you.
Good morning! I thought about this the other day. It won’t be an exact science, but it should give some ball park figures.
There is a method for calculating the approximate power at the wheels, and it is surprisingly accurate, and for the kabuta Saturn, it will be more than adequate.
The method requires the vehicle’s weight with driver, a known 1/4 mile distance, and the vehicle’s trap speed at the 1/4 mile.
These numbers, when plugged into the formula, will generate the approximate horsepower required, and will give us an idea of how much power the little engine is now making ;)
The formula can be found online, and there are free phone apps available as well.
Simple explanation from the old farmer's tale: Diesel engines make more power the hotter they get. Right up until they blow up, or melt, or both. Which is why you don't want to let your diesel-engine tractor roll over on its side. Apart from the resulting high level of personal excitement and danger, the engine will start consuming its own engine oil, and will speed up and up and up until it goes boom. By disconnecting your exhaust, you decreased back pressure, allowing the air-fuel charge to move more efficiently through the engine. This slightly decreased the exhaust temperature, reflecting a lower combustion temperature and yielding just a little bit less power for the amount of fuel you were giving it. Anyway, that's my two cents. Much of what works for gasoline engines works opposite for diesels, which is makes them so weird and wonderful.
I wonder how it would do on water methanol injection. Larger diesel engines run like scolded dogs on water methanol.
The methanol is a big benefit. The water is so so. Full methanol injection would be ideal
Methanol is the second most fun kind of meth, i think they should try it
I have that too on my 2 cylinder 538cc turbo Mitsubishi L2C diesel and when it starts injection you just feel the engine pulling harder
NOX is better.
Just remove the waitse gate so you get maximum boost and the sweet turbo sounds
Can't wait to see that v twin in action!
takes me back when i put on of those on my riding mower and swapped the pulleys. damn thing smoked belts for breakfast
Love your episodes. It's a lot of fun watching how methodical you are. My engineering mind loves that.
Exhaust systems are just that - systems. I suspect there was some kind of pulse scavenging effect going on that was ruined when you disconnected the rest of the system. It looks like the turbo made a little more boost and that could be why the EGTs were down. I suspect the right next more is a bigger downpipe and if there's time I would love to see that going to the remainder of the old system. Can you get the slightly better efficiency of the turbine and cooler EGTs with the extra scavenging? It saves you from building a whole system and if it's something that can carry over to the new project it's not a waste of time or money...
For the predator - you have to do twin pipes... At some point you need twin pipes on it. But, you can also experiment with different systems, but straight duals have a unique sound somewhat like an older Harley. Not exactly the same, but somewhat.
And lastly, I hope nobody says "you need backpressure..." or similar... If you think you need backpressure and it's as simple as that - shove a cork in your tailpipe... Exhaust systems are complex, fluid dynamic systems that have a variable heat and pressure relationship with acoustic tuning - i.e. the pulses can help or hurt things, reversion, etc. If you have a V8 drag car with headers and you run open headers at the flange - you will always go faster if you add a 15-18" collector extension. It's the same diameter pipe and there's no change in pressure, but the waves have more time to balance out. You can start with a longer pipe and paint it and where the paint burns off - cut it there. It will give you the best HP and TQ boost you can get. Change the cam, heads, intake, etc and that point changes too. Just remember - it's a system. It all has to work together.
Oh, and BTW, I think the wheel bearing is going bad... ;-p
ANY thoughts on my suggesting of a 'Heath Robinson' style - 5 Litre pressurised Garden sprayer (filled with Ice Water (maybe a bit of alcohol mixed in too???) for those 0-60 time runs?- as cold as you can get) with fine mist spray nozzle coating the Intercooler.. 'Insto cooler intake air = denser'). Maybe a waste of time, but with intercooler sitting on top of engine, 'Chillin in down' with ice water.... Mayyyy help??? Also... WILL it... Affect Exhaust gas temperatures too? Hmmm... 🤔🤔🤔😏
😎🇬🇧
Now I understand why it's called MADMAN... I was monitoring the figures (mainly EGT and boost) like mad while you were flooring it :) good stuff, just keep it going, you really make our Sundays!
Aw boi! V-TWIN POWER! This build has to be even more whacky. Could we get twin-charged? Supercharger plus turbocharger.
Seems like the Kubota is asking for more fuel with the exhaust opened up. Turbo wrap and more boost wouldn’t hurt either. Having an exhaust outlet in a lower pressure, less turbulent area would also help too (and keep the EGT low, so more fuel and more boost).
Excited to see the Predator twin going into the Renault. It’s not far off of the factory engine’s power numbers out of the box, and there’s plenty of room for turbos and intercoolers in that engine bay.
Came here to say the same thing. Needs more fuel with the better volumetric efficiency from the exhaust delete
more fuel and exhaust wrap will raise egt. combustion temps will rise with more fuel, and the wrap will hold more of the heat in. The wrap could help turbo response as a result.
Egts are pretty low. Doubling boost shouldve cut the 0-55 by a significant amount. Needs fuel
@@dukeofnyd1 Needs more fuel AND air. Can't just add fuel and more fuel or itll get too hot. He didn't double the boost in this video vs last. Added a few pounds vs last time, but also added fuel. What is "high" for egt depends on the engine. He is already near the limit he set. The power output of this engine so low to start with that boost doesn't do as much as you would think.
I think the turbo he has is maxed now at 15psi. Would he be safe to run 20 or 30 psi?
Speedometer updates so slowly like every 0.5seconds, so you can't really get a good judge of time from it when +/-0.5sec is your margin of error.
Yes, the speedo is a bit slow sometimes.
counterintuitively, a turbocharger isn't really driven by directly by exhaust pressure or flow, but rather by exhaust gas expansion, i.e. how a steam engine works. this means you actually _want_ higher EGTs, with a high temperature delta across the exhaust side of the turbo, and a larger exhaust outlet than you would have on a naturally aspirated exhaust manifold.
edit: thinking about the size of the exhaust side inlet and outlet of an average mitsubishi TD04, you probably want a ~1:1.5 ratio of exhaust manifold to downpipe size, though that's for a gas engine, so ymmv.
I think your timers for acceleration will be more accurate if instead, you do a rolling start. Maybe start the timers at 5 or 10 mph and go to 55 and 60 mph. Reason being, your launches aren’t consistent. (Not to your fault). But it can easily cost a second or 2 in your data.
Keep the videos coming! I don’t miss any!
Well you are certainly cornering the comment generation market. What a train wreck of input from guys that know nothing of forced induction, and even less about diesel. Well played sir... well played. So long as you don't turn into a Scotty Kilmer I'll hang around to see what shenanigans you get up to.
Disconnected exhaust should have helped with the noisy wheel bearing... But it didn't, for some reason.
interesting that the no exhaust reached the speed marks at lower RPM's.... hence of course lower EGT per speed mark. Strange though that it took longer to get to each speed mark. Maybe with bigger exhaust you need to up the fuel again?
A slight injection pump timing tweek and there's another second could be shaved! Would absolutely love to see that car on a dyno! There's gotta be a close shop that would do it for a shout-out and science, strictly for educational purposes that is. I'd guess 24 wheel hp as it sits
Now I know you're keeping an eye on that wheel bearing. But... If you're consistently losing a fraction of a second. You can't rule out that wheel bearing as the cause unless you hook the exhaust back up and run the test again. In my former experience as a poor white person. Failing wheel bearings get worse in an exponential fashion. That wheel bearing could cause the car to lose a fraction of a second in between those two test.
I love this channel. I'm just saying the more test you do on that wheel bearing the more it will be possible for it to skew the results. Thank you.
Jim. It is a wastegate ACTUATOR. Aculator is not a real word. I have heard you say it in a few videos and it finally got to me today.
Watching the side by side RPMS you lost some torque . With exhaust on rpm’s rose faster . You need that inter cooler getting better air flow
The most important part of a turbo exhaust system is the the dump pipe coming off the turbine housing. That flat flange against the wastegate flap is robbing you of power and response. The best are individual pipes, 1 that exits out of the turbine side that immediately steps up drastically in diameter and sharply. No nice merge from 1.5 to 2 inches a sharp abrupt step is required. The wastegate side should have its own pipe that then merges into the main exhaust down stream. A divider in the turbine housing attached to the exhaust flange should be included for this to truely work. After doing this it will spool earlier and more than likely add a psi or 2 to the boost seen by the engine. Try it and thank me later 👍
You should do a compound turbo set up, so add another turbo that feeds into this turbo that’s even bigger to get more airflow. Also try hooking up water methanol injection.
Could it be cam or timeing not designed for less backpressure and opening exhaust valve to early? May can just throw a little more fuel to compensate and may run a little cooler running fat. Would be cool to have a hood scoop. Also it would be funny and janky if you found a small electric fan for intercooler and had it come on when your voltage got to high to lower it back to normal in a way your not supposed to lol
I´d like to buy something small (light) off the trusty old Saturn when You scrap it, it´s been a quite reliable test bed but I think the Kubota would fit the Renault way better because the Renault is lighter. That would be fun to see and You´d have the only one there is.
Have a beautiful day, Greets from Germany
Do you want the Saturn badge from the front of the car? My email can be found on the channel home page in the "about" section.
I still stand by increasing your injector POP to get the fuel saturation better with that extra air. If someone can get me a PN I might be able to get you a set and could set the POP....
Did you ever reach WOT in 5th? It looks like as soon as you shifted into 5th you let off the throttle.
Edit 12:18 never mind
Hey jimbo! I’ve been watching for a while and I think you need a Boost controller for the turbo wastegate, as the boost rises the waste gate slowly opens, therefore you loose flow over the turbo. I designed a basic one using an arduino and a few cheap parts, if your interested hit me up and I’ll supply you with a parts list and the code :) hope this can help you spool the turbo faster and keep that boost in the top end 👌🏻😁👍🏻
You can find my email in the "about section" on the channel home page. I'm not sure what direction we will be taking this car in the next few episodes but we are pretty much done with it.
Jimbo, why aren't you using one of the other methods on your caliper to measure that fuel bolt length more accurately!?
The EMS3 is so advanced haltech and holly are both trying to scoop the details from the vid.
I hit LIKE because you asked nicely but I am dreading the Renault !
...Plus, I can't wait to see that 670 ROAR! With BOOST! MEGA-BOOST! MEGA-GODZILLA-LIKE BOOST! MEGA-GODZILLA-LIKE-TSUNAMI-WAVE-SUPER-VOLCANO BOOST!
I love the content but God it irks me how he says actuator lol. Love the content keep it up. 😂😂
Sorry i didnt paid attention where u put the turbo encabulator. can u explain like i'm 5 ?
There is a 159 degree starting temp differential.
And only a 54 degree temp at the end.
2:40 A more accurate way to measure is to put the screw on the back of the caliper ( at the end of the black strip ) Flip the caliper over and this will show what to do
Yes! I shouting at the screen “use the step measuring thing”, but I don’t think Jimbo heard me.
The turbo acting as a muffler is a cool demonstration of part of how it works.
When the exhaust valve opens, there is usually still a lot of pressure in the cylinder. That initial pressure blasting out of the exhaust makes the majority of the noise. The turbo functions by expanding pressurised exhaust through the turbine to extract its energy- net result, a weaker pressure pulse going out the tailpipe and less noise. If you put a super sensitive tach on the turbo you'd probably see a jump in the turbine RPM in time with each exhaust valve opening.
I cannot be-LIEVE how many videos I have watched about SATURNS now...
I mean... IT'S A SATURN
👍👍👍
I'm wondering how this tiny engine will perform inside a 440 lbs (200 kg) less than the Saturn if you can make the R10 weight 1600 lb (726 kg). Anyway, the kubota did really well on this massive Saturn.
Okay, I've checked on what EGT are safe (2.0 TDI 140hp tuned to 170bhp), 900*C egt and it takes fuel off. So You're safe :) Also, people are doing 900-95*C while ECU tuning it. Hope it helps!
Still reckon a big cc v twin (harley etc) would have been more fun
Compound turbo setup for the win you also made one more pound of boost with the exhaust off more fuel needed ?
Great work! -as always... IMHO the Renault 10 need the Kubota engine and a stubby straight pipe exhaust.. But that's just me....😂
On turbocharged engines you don't want your exhaust stream exit dumping at just any random angle into the passing slip stream. I know that v-band is tucked up behind the fender/coraplast, but just saying you may want to check whether there's enough turbulence happening there to make flow less than ideal - even the fact that there's a slipstream 4" away from and perpendicular to the exit can be problematic. The exhaust should dump same direction as airflow to be correct. Remember, N/A engines are less effected by this - but any back pressure on a turbo engine kills boost because it acts as a brake on the turbo.
I take it you are joking ?
Where did you get that from ?
@@WhateverpoopiepantsOh my bad. I forgot to ask you about it and instead relied on my decades of experience building forced induction engines and racing them.
@@QuantumLeap83
Then why didn’t you say back pressure ?
@@Whateverpoopiepants ??? I did. Stop acting like you own the internet. I'll say things exactly the way I want to. I don't answer to you.
There are a lot of people saying things about back pressure here that only apply to naturally aspirated engines. Even a small amount of resistance limits boost on a turbo setup. The exhaust setup he had was preferred to dumping the exhaust into you slipstream at any other angle than parallel with it.
backpressure pre turbo is what spools/powers it.. you have to have it. post turbo you want it as low as you can get it. the slip stream wont affect the exhaust flow. There's plenty of force pushing it out.
I think the difference was that the full exhaust got shifted into 2nd at a higher rpm, hitting a peak psi of 12 vs no exhaust peak of 6psi while in first gear. This caused it to build boost faster through 2nd giving it a slight edge. Although this is just me overanalyzing one run :)
The shift rpms i saw (peak from frame by frame)
started rolling at 3086rpm full ex vs 2937rpm free flow. shifted into 2nd at 3580rpm full ex vs 3140rpm free flow, then into 3rd at 3584rpm full ex 3476rpm free flow, both shifted into 4th at 3531rpm
Ya!! It seems like all of my favorite TH-camrs knew I was gonna be layed up for a while. So they all put good videos out! So I know the saturn is only a temporary car but, would a propane injection cool the EGT’s at all? Just a suggestion, not a diesel expert by any means. Just always seemed like propane was nitrous for diesel guys. Thought the 670 was going in the insight? Either way us viewers have been chomping at the bit for a 670 swap!
Thanks Jimbo, you rock😎
CANTINA, we love the short short videos, you have been putting out recently.. I watch them while I am waiting for my
plane at the airport. thanks, ROBOT 👾👾👾👾
Jim, Usually on those turbos with a wastegate next to the outlet, yiu get whats called a 'Bell mouth' housing, which lets exhaust gas ecit smoothly rather than running up against the flange...
I am constantly having to work on Kubota engine more and more due to light equipment that is using Kubota engines on wheel loaders, chippers and stump grinders. They are good little work horses. I've always wondered what it would do in another vehicle, but what I haven't heard is what model the Kubota is. It looks like a D1305, D1105 or smaller.
Oops my bad I had to look back on your page and see that you first installed it to find the model#. Its a D722. wow that is small at 20hp OEM . The changes are impressive for such a little thumper. Do you plan on a dyno test?? I sure would like to see the numbers on it
so, before watching the whole video i am going to say that i'd expect that both a proper Tubular Exhaust Manifold and a more free flowing Exhaust would be great upgrades for this car, they will significantly decrease EGT's and increase Power and Power capability.
So when you disconnected the exhaust, not only was the EGT cooler but the engine was cooler was well.
Thats why it was slower?
I dunno. To me,
Do you want to reduce egt more and improve throttle response ?
I wrapped the manifold and turbine housing on my Cummins the egt for 1psi went from 600 to 500. There are wight papers on the benefits of preserving the gas temperature/pressure through the turbine. On a lab dyno 6.7l Cummins they demonstrated a 10,000 rpm gain at every tested engine rpm. Due to using a basalt turbine blanket .
My conclusion is that the additional retained internal temperature reduces condescending increasing the pressure delta making more shaft hp. More air can be charged at same injection rate . This leans the mixture. Results in reduced EGT.
It has been proven with N2O there is a lean limit . I've only gotten poked and geared for asking; what are the symptoms of an over lean diesel ?
I had been wondering if you would exceed oem performance with a jazzed up 670 in that insight, I know that it just won't fit, I'm confident that a jazzed up 670 is going to blow away oem performance on the Renault, do you by chance still have a plan or even an ambition to continue that challenge with the insight? (I dont know if your plan was ever even to try to exceed oem performance with the 670 in the insight, that was just the question I had been asking myself) Keep making these videos, ill keep hitting the like button! Thanks RC crew!
Would still love to see a cheap water/meth kit slapped on the saturn. Some -20* washer fluid and a boost referenced spray nozzle should work. Tho fine tuning it all might be tricky, but the madman might help
My theory- Less exhaust backpressure = more air through the motor, thats why EGTs dropped. You'll need more fuel to take full advantage of the change.
While you have all these sensors connected it would be interesting to see if a cetane number increasing additive makes any difference on 0-60 times, EGT, and maybe visible smoke out of the tailpipe or if it does nothing.
I realise that's probably straying into @projectfarm territory and the results would likely end up being statistically insignificant but we won't know until you try!
You still need a duct around the intercooler to control the airflow through the center.
I noticed you're not reaching full boost until like 3400rpm, i wonder if the turbo outlet flange is cause of a lot backpressure and turbo lag.
Making that flow better might improve boost down low, otherwise you'd need a smaller turbocharger. Maybe even a small variable vane if you wanted excellent performance in a future engine transplant
The reason that the open exhaust slightly slowed down the car is because it was making more boost with the same amount of fuel and lost efficiency aka power. The egt’s your running are super safe. A stock turbo diesel will run 1100 to 1150 max egt’s. With that said you can run hotter and get away with it but there’s really no need for that unless your racing. The biggest gain you could achieve from this setup would come from an injection pump design for boost. Right now your fueling is based on rpm. If you had a boost reference pump you would be making full boost at probably 2000 rpm or lower. There’s a lot of potential left here. Maybe your turbo is about maxed out but if you get the fuel and boost to come in at a much lower rpm this thing will feel like a completely different machine. Keep the content coming and don’t be afraid to pull the fuel screw completely out. Your foot can do all the fuel control that is needed.
Another good episode! Part of my Sunday schedule is to watch Robot Cantina before I go to bed. You have become an enjoyable habit. Who could imagine I would be captivated by a Toyota running on a lawn mower engine and a diesel Saturn. I can't wait for the Renault with the V-twin. Phil
ECT is 10°+ lower without the exhaust - didn't you say previously that running a diesel engine too cool was bad for power and efficiency?
I also noticed you hit 16PSI boost with no exhaust whereas with the exhaust you hit a max of 15PSI. I also see the coolant temperature difference was greater than 10°F. Could the overall temperature of the exhaust & block not being hot enough been a factor in the slower times? I recall an issue earlier in the Kubota series not getting warm enough.
While maybe not conducive to a top mount intercooler, I did an experiment with a windshield washer pump that spray water directly onto the intercooler when activated. The results to the intake air temps were pretty interesting if you're looking for an interesting yet cheap experiment.
Nice a little mist assisted air to air intercooler action would be cheap and easy.
That’s what I said on the last video kinda was a let down when they didn’t try my idea
LoL seriously?
The Cow At the Car Wash
By Elton Camp
Tex had a longhorn he hoped to sell
But it was too dirty to do very well
It’d been lolling in the mud and dust
To get it all cleaned up was a must
So Tex pulled into the car wash bay
He put in coins and began to spray
He washed the critter nose to tail
Got it all ready for the cattle sale
But loading it back onto the truck
He got gored and was out of luck
So here’s the moral to this tale
Wash a cow and it may impale
🤠🤠🤠🤠🤠🤠🤠🤠
Its probably quicker than my na 3.0 5cyl 300d Mercedes. But that will cruise at 80mph.
Wheel bearings in those Saturns were basically half junk when new. I had one that I ran up to 335,000 miles and I couldn’t even tell u how many wheel bearings I put in over the 12 years I drove that thing. I wanna say 3 sets in the front and 2 sets in the back.
Thing I noticed is the engine coolant temperature didn't get close to 180°F with the exhaust disconnected. I wonder if that was the reason you went super with the exhaust system disconnected?
Well, if you're done testing with this chassis, we'll never know, now.
Another entertaining video, you make my Sundays, I was late today but usually it would be a bowl of oatmeal with maple syrup and Robot Catena. Never mind the detractors and nit pickers, most of the regulars come here for entertainment and we really appreciate it. Keep it coming, we really appreciate your sense of humour and ingenuity.
Brilliant! So what were the times for the bone stock Kubota at the very beginning? Are you going to push further? (Please do!)
ECT is ≈12° lower on no exhaust run. Would that have contributed to efficiency/power in any way.
The reason the no exhaust was slower is because he only revved it up to 2800 rpm making only 3 psi of boost instead of rpm 3000 making 6 psi of boost so in summary the poor launch was the reason it wasn't faster.
Got to see the Renault...Sheesh. what an ugly duckling...but it looks like a breeze to work on! Plus it looks light as a feather! Should get some high Em Pee Gee's!
Great episode. Soon this Saturn will be faster than my car.
I am slowly gaslighting myself to believe its always been Wastegate "Acculator" and not "Actuator".
5:12 didn't expect you looking a bit like Hulk Hoogan. Cool
Thanks for another great video on the Saturn. Compared to the Renault, I guess it has a better aerodynamic value, but the Renault has more lightness to it, so the race will continue!
👍💪✌
I wonder what power difference if any. what would it do if you put a high pressure lift pump and fed the injection pump higher pressure. would that increase the injection output? These engines normally run with gravity feed or a rattle pump at a few psi. Would 20psi or more increase power? Just a thought. I have also talked to guys that run these engines in garden tractor pulls and they add a second head gasket to reduce compression then add turbo.
Your videoes have helped me stop smoking crack..!
Lol I'm just kidding.
You're having some major performance issues because of the setup of the turbocharger your using you need to install one that mounts right to exhaust manifold because doing this will help reduce EGT'S and also help with turbocharger spooling well because of the current setup of the turbocharger used here is the exhaust flow is being constricted before it even makes it the turbocharger and thus increasing the EGT'S at wide open throttle and in 5th gear because of the exhaust manifold to turbo adapter you might want to address this problem before you use this engine in the next project vehicle it's going in.
I don't know if exhaust scavenging is still applicable to a turbo car but maybe that's the power difference in the exhaust vs no exhaust run?
Hotter exhaust gases flow better than colder exhaust gases. It's commonly known in the tuner world that heat wrapping your exhaust to contain heat in the exhaust improves flow. The result you have observed with lower exhaust temperature leading to slower acceleration is not only logical but also expected
I wonder if without the exhaust removed, some of the exhaust finds its way back into the intake, or simply raises the temperature of the intake air. That might explain the reduced performance.
I’m waiting to see 40psi boost and toss and chunks flying everywhere 🤘
Hey, is it possible to spray multiple injections of diesel during the power stroke in your engine?
Like grind a new cam profile to allow for a second spray or 3 total with a slight increase duration each time? It means you are able to maintain pressure in the cylinder near the top dead center position and burn the fuel still because there should still be air to burn.
It would maintain pressures and increase torque for the engine. See, it would try and maintain the initial pressure during combustion at top dead center, but as the vessel containing it increases in size then it drops, but because it's a larger surface area too it means you actually need more fuel burnt to be able to make near the same pressure as top dead center would have.
Basically, it maintains pressure closer to that of top dead center, but doesn't over pressure the cylinder and doesn't over accelerate the piston. So it's able to make more power without damaging the engine. It will make more heat though and burn more fuel. But you have a turbo so it, should, mean that you are able to burn a little more fuel after the initial compression ignition because it's still hot enough and pressurized enough with enough air still to burn!
It might be the answer to your power needs without breaking your piston heads or cylinders from too much boost. But of course, exhaust has temps would be a bit rough. So I would assume you would need to burn much leaner to compensate for the extra fuel burnt by using less for each injection than you are now. But our right more is being burnt, total wise.
Hope it helps! 😊
The perfect Sunday morning, church, run and then Robot Cantina. Thanks for the video. 👍
I think with Propane Injection you can see more power but lower EGTs, minimally though