Ma cheama : BUBU
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Re: Ma cheama : BUBU
luce consuma db
fbi special agent dale b. COOPER
Intalnirea anuala a entuziastilor MINI ---> myMINI Days ---> http://www.facebook.com/myminidays
Intalnirea anuala a entuziastilor MINI ---> myMINI Days ---> http://www.facebook.com/myminidays
Re: Ma cheama : BUBU
este o instalatie noua 2012 produs Polonia ,cu injectoare separate Koreea,plamanul Franta.......
nu afecteaza motorul , merge mult mai lin cu Gpl,pornirea e pe benzina
performantele sunt identice cu benzina chiar am ramas profund surprins de forta demarajului
consumul este cu +8% / 1 L de bezina ex. eu consumam de 500 lei pe luna acum consum de max 300........in 2 ani se amortizeaza investitia asta in cazul ca merg 30km/zi
nu afecteaza motorul , merge mult mai lin cu Gpl,pornirea e pe benzina
performantele sunt identice cu benzina chiar am ramas profund surprins de forta demarajului
consumul este cu +8% / 1 L de bezina ex. eu consumam de 500 lei pe luna acum consum de max 300........in 2 ani se amortizeaza investitia asta in cazul ca merg 30km/zi
.......ghost...
Re: Ma cheama : BUBU
bun. de cati L e butelia?
"PUTEREA BATE CUPLU PT CA TOT TIMPUL VEI GASI O TREAPTA INFERIOARA UNDE SA O PUI"
ACS C30 - gone
D22 for sale https://www.olx.ro/oferta/nissan-np300- ... cbr5b.html
Chevy Colorado V6 LT
ACS C30 - gone
D22 for sale https://www.olx.ro/oferta/nissan-np300- ... cbr5b.html
Chevy Colorado V6 LT
Re: Ma cheama : BUBU
Te-am intrebat de modificare de soft pentru am intalnit pe forumurile de chiptuning aceasta discutie legata de necesitatea unei resoftari in cazul in care treci pe GPL, asta pentru un randament mai bun.
Din pacate nu am dat atentie discutiilor de pe Digital Kaos la vremea cand am citit topicul.
Poti sa-l intrebi pe Voinea , cred ca el stie multe legat de chestia asta.Cred ca merita sa dai bujiile jos dupa 1000km sa le vezi cum arata.
Am gasit asta, este destul de interesanta:
General Information
905 - Ignition timing for engines converted to run on LPG
It is important to remember that the burning rate of LPG differs from that of petrol. At low RPM the burning rate is slower and more advance is needed. At high speeds the burning rate is faster, consequently less advance is needed.
When an engine is converted to run on LPG as a single fuel engine the ignition timing should be revised to give more ignition advance than the petrol engine at low speeds, and less than the petrol engine at higher speeds. This means that conventional distributors must have adjustments made to the mechanical advance mechanism to reduce the rate that advance increases with speed. Merely altering the static timing is not correct.
In the case of a dual fuel conversion the matter is complicated because the ignition timing needed for optimum performance on petrol will give too much advance at high speeds when LPG is used. The difference could be as much as 10 degrees, see graph below. This graph shows typical timing for a petrol engine tuned for petrol only, a correctly calibrated LPG setting and compares these with incorrect timing for LPG achieved when the distributor has been advanced with no adjustment for rate, "Petrol+adv".
These ignition advance curves are notional only and not specific to any engine type. They include static advance and mechanical advance (which is speed dependent) but do not include any part throttle advance as this is manifold vacuum dependent.
These graphs show the following;
An engine tuned for optimum performance on petrol and running on LPG will have too little advance at low RPM and too much at high RPM. It could therefore encounter detonation at higher RPM.
An engine tuned for optimum performance on petrol and running on LPG with the distributor advanced but not recalibrated with a different rate will have excessive advance at high RPM, and a higher probability of encountering detonation.
An engine tuned for optimum performance on LPG and running on petrol will have excessive advance at low RPM and therefore a possible detonation problem.
Incorrect ignition timing on any engine will lead to problems. Detonation is not always audible. The nature of the problems encountered will vary with the engine type, the octane rating of the fuel (petrol or LPG), engine speed, and in the case of LPG the installation and type of conversion and the source of the LPG.
Here is a list of some typical and some less common effects observed on dual fuel engines operating in Australia:
Piston land or crown erosion
Ring land breakage
Groove wear
Skirt scuffing (usually on the thrust side only) or breakage
Top ring scuffing or breakage or molybdenum flaking out
Spalling of the chromium on oil ring rails
Din pacate nu am dat atentie discutiilor de pe Digital Kaos la vremea cand am citit topicul.
Poti sa-l intrebi pe Voinea , cred ca el stie multe legat de chestia asta.Cred ca merita sa dai bujiile jos dupa 1000km sa le vezi cum arata.
Am gasit asta, este destul de interesanta:
General Information
905 - Ignition timing for engines converted to run on LPG
It is important to remember that the burning rate of LPG differs from that of petrol. At low RPM the burning rate is slower and more advance is needed. At high speeds the burning rate is faster, consequently less advance is needed.
When an engine is converted to run on LPG as a single fuel engine the ignition timing should be revised to give more ignition advance than the petrol engine at low speeds, and less than the petrol engine at higher speeds. This means that conventional distributors must have adjustments made to the mechanical advance mechanism to reduce the rate that advance increases with speed. Merely altering the static timing is not correct.
In the case of a dual fuel conversion the matter is complicated because the ignition timing needed for optimum performance on petrol will give too much advance at high speeds when LPG is used. The difference could be as much as 10 degrees, see graph below. This graph shows typical timing for a petrol engine tuned for petrol only, a correctly calibrated LPG setting and compares these with incorrect timing for LPG achieved when the distributor has been advanced with no adjustment for rate, "Petrol+adv".
These ignition advance curves are notional only and not specific to any engine type. They include static advance and mechanical advance (which is speed dependent) but do not include any part throttle advance as this is manifold vacuum dependent.
These graphs show the following;
An engine tuned for optimum performance on petrol and running on LPG will have too little advance at low RPM and too much at high RPM. It could therefore encounter detonation at higher RPM.
An engine tuned for optimum performance on petrol and running on LPG with the distributor advanced but not recalibrated with a different rate will have excessive advance at high RPM, and a higher probability of encountering detonation.
An engine tuned for optimum performance on LPG and running on petrol will have excessive advance at low RPM and therefore a possible detonation problem.
Incorrect ignition timing on any engine will lead to problems. Detonation is not always audible. The nature of the problems encountered will vary with the engine type, the octane rating of the fuel (petrol or LPG), engine speed, and in the case of LPG the installation and type of conversion and the source of the LPG.
Here is a list of some typical and some less common effects observed on dual fuel engines operating in Australia:
Piston land or crown erosion
Ring land breakage
Groove wear
Skirt scuffing (usually on the thrust side only) or breakage
Top ring scuffing or breakage or molybdenum flaking out
Spalling of the chromium on oil ring rails
Real motors need forced induction
Nobody's perfect but if you drive a MINI Cooper F54 with B47 engine ,you're pretty damn close
Petrol is for cleaning tools, with Diesel we make Power
Nobody's perfect but if you drive a MINI Cooper F54 with B47 engine ,you're pretty damn close
Petrol is for cleaning tools, with Diesel we make Power
Re: Ma cheama : BUBU
Mersi, am deja bujii oe iridium si daca e nevoie le inlocuiesc
butelia are 30 L
butelia are 30 L
.......ghost...
Re: Ma cheama : BUBU
back to the future
BUBU a primit cadou o cutie de S BKE
se de cu scart in treapa 1 si 2
BUBU a primit cadou o cutie de S BKE
se de cu scart in treapa 1 si 2
.......ghost...
Re: Ma cheama : BUBU
dar celelalte functioneaza? 3-4 -5 sau nu le are ?Sharpe scrie:back to the future
BUBU a primit cadou o cutie de S BKE
se de cu scart in treapa 1 si 2
Drive safe and keep the wheels down
Re: Ma cheama : BUBU
fara schimb merge ca dracu' deci imediat schimbate...PS Sharpe ce bujii folosesti?adrian scrie:Ai schimbat bujiile?ai pus pentru GPL?
aici tu esti meserias, mie nu mi s-a mai aprins lambda de la resoftarea ta cand trecea pe gpl in plus trage super in ambele situatiiadrian scrie:Am auzit ceva cum c-ar necesita o mica resoftare, e adevarat?
te poti duce in 20% lejer daca o "carjesti"adrian scrie:Consumul ar cam trebui sa fie litruGPL+10%/litru benzina??
aici pot sa spun ca masina asta a avut o medie de cc 44000km pe an si nici azi nu are nici o problema de motoradrian scrie:Ai auzit ceva de uzura mai rapida la pistoane si cilindri?
Luce poate pune butelia pe masina in loc de portbagaj suplimentar ..este la moda...daca nu cineva trebuie sa inceapaadrian scrie:Luce n-are loc de butelie ca are subwoofer
Drive safe and keep the wheels down