Test of MUSIC Engine Shows 20% Improvement in Fuel Economy Over Conventional Gasoline Unit
17 May 2008
 |
| MUSIC engine on the test bed. |
Recent testing of a 2.0-liter, four-cylinder implementation of the Merritt Unthrottled Spark Ignition Combustion (MUSIC) engine, initially developed at Coventry University, (earlier post) showed a 19.8% improvement in fuel economy compared to a baseline Ford 2.0L Duratec.
MUSIC is an un-throttled, high thermal efficiency, lean-burn, spark ignition system that uses an indirect combustion chamber to produce charge stratification by means of controlled air management.
|
| Side view of the MUSIC cylinder head. Click to enlarge. |
During the compression stroke, the piston forces air to spin around the periphery of an external cylindrical combustion chamber with a strong forward bias towards the far end of the chamber where the spark plug is situated, thereby creating a helical swirl motion. This helical swirl motion has the effect of stacking layers of rotating gas so that air delivered early in the compression stroke is situated near the spark plug end of the combustion chamber and remains in this location throughout the compression stroke.
The external chamber is connected to the combustion cylinder by an orifice large enough to minimize the pumping losses associated with the gas transfer. The orifice forces air to emerge as a powerful jet as it enters the combustion chamber. The velocity, density and temperature of the air in the jet all increase during the compression stroke. A gasoline direct injection (GDI) fuel injector delivers gasoline, or other fuels, directly into the air jet emerging from the orifice.
 |
 |
| MUSIC system schematic. Click to enlarge. | Cylinder head design layout and prototype for the four-cylinder engine. Click to enlarge. |
Fuel delivered early on in the compression stroke finds its way to the spark plug end and remains there, as an ignitable mixture, ensuring spark ignition, even when air with no fuel follows after the fuel injection stops. The formation of a stratified charge keeps the fuel/air mixture separate from air with no fuel in this way, while ensuring a very rapid vaporization of injected fuel. This allows MUSIC to operate completely unthrottled from idling to full load.
Timing of the beginning of fuel injection controls the local mixture strength in the cylinder, enabling exact control over local mixture strength by the formation of a pre-vaporized stoichiometric air/fuel mixture situated near the spark plug irrespective of engine speed or load. It also enables the ignition of lean mixtures which are formed later on during the fuel injection process.
The air mass flow through the orifice varies considerably during the compression stroke, increasing towards the end of the stroke. The GDI fuel injector, which can deliver at a constant rate, can form a stoichiometric mixture if it injects fuel at the crank angle position when the air mass flow rate through the orifice is some 14.5 times greater than the fuel mass flow rate through the injector.
This mixture—the Primary Mixture—will be stratified near the spark plug and there readily ignite when the plug energizes. If fuel injection continues for a longer duration after the formation of the Primary Mixture, a lean fuel/air mixture will be formed. This will be ignited by the flame produced by the combustion of the adjacent Primary Mixture. The timing of fuel injection start needed to form the Primary Mixture is advanced with engine speed to ensure that a stoichiometric mixture is formed, now at an earlier crank-angle position, as the air mass flow rate in the orifice increases with engine speed.
 |
| A sample strategy for using both injectors to meet higher engine loads. At a higher speed of 4000 rpm, the Power Injector (injector-2) is activated for its full duration as soon as the air jet intensity becomes large enough. The combined delivery of fuel from both injectors and their relative timing will enrich the mixture according to the driver’s demand for BMEP. Note that injector-2 is shown delivering into the cylinder after TDC in order to provide some fuel for the air in the bump clearance at TDC. Also note that the ignition of the fuel mixture produced by injector-2 is brought about by the fuel delivered earlier by injector-1, first to the spark plug and then to the Primary Zone Mixture. Click to enlarge. |
To achieve high loads, MUSIC needs to deliver fuel to the air jet until the end of the compression stroke when the air mass flow is very rapid and time is short. A second fuel injector—the Power Injector—is used for this with a larger fuel flow rate capacity.
The Power Injector injects axially into the air jet when the air is hot and dense, so enabling rapid vaporization over the available short time period. The Power Injector can also deliver some fuel to the air contained in the bump clearance above the piston at top dead center at the end of the compression stroke. It may be possible to incorporate the functions of the two injectors into one complex injector but the cost and complexity of such an injector may exceed the cost of two simple solenoid injectors that are currently mass-produced, according to MUSI Engines Ltd.
Unlike gasoline direct injection (GDI) engines, which rely on fuel being delivered to the spark plug at the very end of the compression stroke, when most of this fuel remains as a suspension of liquid droplets, MUSIC delivers to the spark plug a homogeneous air/fuel mixture produced at the start of the compression stroke and stratified at the spark plug end, enabling rapid ignition at all engine speeds, according to the inventor, Dr. Dan Merritt.
Implementing MUSIC requires a modified cylinder head and a direct injection fuel system. The indirect combustion chamber features an inbuilt helical swirl that can not only run successfully at air/fuel ratios of more than 100:1 but also reduces HC and NOx emissions significantly. The developers earlier estimated that up to 80% reduction in NOx and HC is possible. Load and speed control is achieved by the precise control of injection timing and duration.
 |
| Results taken on the first test run of the MUSIC Engine constructed by Powertrain Technologies. Click to enlarge. |
The four-cylinder prototype is based on a cylinder head mounted on a Ford Duratec crankcase. The MUSIC system does not require any new supporting technology. Apart from the MUSIC cylinder head designed to promote the new combustion system invented by Dr. Merritt, the prototype engine uses currently available production components throughout.
To fit the MUSIC cylinder head, the design team at Powertrain Technologies Ltd had to work around existing fixed features such as the head bolts and the coolant and oil transfer passages. To make the 4-cylinder as versatile as possible, the key design features—the helix that generates the air motion; the transfer port plus the spark plug; and the injector locations—had to all be removable for revised designs.
Powertrain Technologies Ltd developed the test engine with the aid of a grant from the UK’s Energy Saving Trust. The 20% improvement was calculated over a number of test points in the NEDC urban cycle. The thermal efficiency increases as the engine load decreases and at near idling condition the fuel saving measured was an 42.5%.
Andrew Barnes, the Managing Director of Powertrain Technologies, expects that, in view of these results obtained at such an early stage of development, up to 25% improvement in fuel economy can be achieved in the near future.
Due to difficulties in obtaining suitable injection equipment we were unable to optimize the engine at certain test conditions, we are confident that there are a few more percentage points available when optimized.
—Andrew Barnes
Resources
20% improvement? I'm reserving judgement until more informed sources chime in.
Anyone? Anyone?
Posted by: DieselHybrid | 17 May 2008 at 10:52 AM
This looks promising--nothing particularly exotic, an incremental improvement of existing ICE technology, so it looks like something that could be mass-produced near term. But what's the improvement compared to a more mainstream DI engine? How would it compare in cost and efficiency to Ford's own 'eco-boost' turbo direct-injected engines?
Posted by: Nick | 17 May 2008 at 11:05 AM
My primary concerns would be the pumping losses from the orifice and the thermal losses. That's coming from an armchair engineer, so.... take it for what it's worth.
A big downside to the engine is that it requires (if I read properly) TWO GDI injectors per cylinder. This would increase the cost of the engine. By how much, I do not know.
If this was used in conjunction with turbo charging, downsizing, and mild hybridization we could see real world 30-40% fuel economy improvement.
Make the vehicle a little lighter, more aerodynamic, and use low rolling resistance tires..... whoever thinks that the 35mpg CAFE standard is unachievable is small minded.
Posted by: GreenPlease | 17 May 2008 at 11:48 AM
42% efficiency is quite an achievment indeed for a gazoline engine, could be even better adding an Atkinson cycle, it requires 2 injectors per cylinder but the trend is to move to less cylinder, PSA just started teh development of 3 cylinders one liter engine that would deliver 100HP. The appealing thing is that is needs no new technology or material, or retooling. Compare to main stream DI it pushes the concept of stratified load furter then allowing leaner burn and no throttle, main stream DI claim 10 % improvement. Also apparently the NOx is reduced too when it is a significant problem on main stream DI.
Posted by: treehugger | 17 May 2008 at 12:07 PM
Rafael - where are you ??
Posted by: mahonj | 17 May 2008 at 03:46 PM
mahonj,
click to the following link to see Rafael's, mine and opinion of others on this subject.
http://www.greencarcongress.com/2007/09/results-of-musi.html
I still think that this is a promising concept, that, when combined with cooled EGR at higher load to reduce NOx for use with 3-way catalytic converter, will produce an ICE with diesel-level efficiency at GDI cost. See my posting on the previous article on this subject.
Posted by: Roger Pham | 17 May 2008 at 08:01 PM
A three inline cylinder engine combined with a turbo would make a great downsized engine, and only require 6 injectors.
Posted by: GdB | 17 May 2008 at 09:45 PM
It doesn't say 42% efficiency. It says 42% fuel saving at near idling, which is not surprising considering the pumping losses.
Posted by: globi | 18 May 2008 at 01:39 AM
Enlarge the table the article and you will see that it shows a maximum efficiency of 42.90% at 2500 rpm and a power of 22.91 kWh.
Posted by: Anne | 18 May 2008 at 05:57 AM
I think before they jump to their conclusions. They should put several of these engines in actual cars and drive each them in real driving conditions for 100,000 miles. Then compare them to other types of auto engines.
Posted by: garth | 18 May 2008 at 07:27 AM
This is nice, but, the technology cuts the original horsepower in less than half. I wonder if this is because they were demonstrating extremely high AFRs and if they could run the engine closer to Stoich.
Posted by: mark | 18 May 2008 at 10:20 AM
Specific power? Can such an engine rev up like a normal gasoline engine, or does it have to be larger for equivalent horsepower, much like a diesel?
Posted by: Nick | 18 May 2008 at 10:50 AM
That is diesel-class thermal efficiency... assuming that it's measured net, not gross. 206 g/kWh is 0.34 lbm/hp-hr, which is fantastic.
We need these things rolled out tomorrow. Unfortunately, they're only the start of what we need.
Posted by: Engineer-Poet | 18 May 2008 at 11:55 AM
You could always put a big VGT turbo on this thing to compensate for the reduced specific power.
Or just put a normal turbo on it and run it as a gen-set in a PHEV.
Posted by: GreenPlease | 18 May 2008 at 03:59 PM
The specific power is far too low for a PHEV. At the efficiency peak, it's only generating ~23 kW out of a whopping 2 liters. The PHEV genset can operate at constant RPM and 100% load, so it is far better suited to an Atkinson cycle, perhaps with a turbocharger or Comprex pressure-wave supercharger to recover exhaust pulse energy also.
Posted by: Engineer-Poet | 18 May 2008 at 09:18 PM
This sounds like an updated version of using ceramic engines to boost thermal efficiency. Still would like to see the stats posted in real-world terms so we can make apples-to-apples comparisons. ie how much fuel is consumed at constant speeds all across the spectrum (this was common 40 years ago when Americans were paying thirty cents a gallon for gas) as opposed to phony epa figures
Posted by: ken | 19 May 2008 at 06:49 AM
Those figures would be specific to vehicles, not the engine per se.
Posted by: Reality Czech | 19 May 2008 at 09:34 AM
The real test data is right there verified independently in tabular form. This test was run for maximum brake fuel eff not power. that’s why you only see half power, any otto cycle ICE at full load with a fixed compression ratio and stoichiometric fueling which by definition sets the high load limit will have the same brake thermal efficiency. Its a simple matter of physics how much fuel at 14.7 to 1 AFR one can shove in a fixed volume at a fixed compression ratio, direct injection or port injection at full load both port injection and direct injection motors will be at 14.7 to 1 fuel loading and have the same brake fuel efficiency given both are now throttle less and both share the same compression ratio. what matters is that this engine can run at part load unthrottled that’s why you see almost diesel brake thermal efficiency because a diesel is throttle less from idle to full power. Once the throttle is removed only the geometric compression ratio determines brake thermal efficency of the otto or diesel combustion cycles. Besides most vehicles only need 25 kw or less to cruse at hwy speeds so going from 25% brake thermal eff. To 40+ % is a huge improvement. Add in a hybrid setup and use the electric motors to get up to speed while keeping the ice engine in the efficiency sweet spot. A hydraulic hybrid would be perfect for this application as hydraulic hybrids can accelerate large masses very rapidly to 40-50 mph and then let the ICE take over at its max efficiency.
Posted by: UT | 19 May 2008 at 11:51 AM
UT,
Maximum power will be no doubt restricted in comparison to a conventional GDI engine due to the presence of the orifice at the cylinder head that will restrict flow at high engine speed. This is not a high-power hotrod engine.
Furthermore, like Rafael has mentioned before, at leaner than stoichiometric combustion between lambda 1 to 3, there will be excessive NOx emission, above regulated limit, that will require diesel-type of NOx emission control that will be expensive...Unless cooled EGR technique is used in the Ricardo method for higher power lean setting that will be compatible with a 3-way cat...and a waste gate flow valve can be used to divert the exhaust away from the 3-way cat when MUSIC scheme is used at ultra-lean combustion regime.
The beauty of the MUSIC scheme is that cooled-EGR cannot be used at low power setting (unthrottled part-load) due to the impairment of flame propagation from excessive EGR. The marriage of both Cooled-EGR and MUSIC scheme will make a perfect high-efficiency unthrottled ICE.
Posted by: Roger Pham | 19 May 2008 at 12:16 PM
Gives to me , with the patent Roberta Krupy in the form {figure} FireStorm Spark Plug is the decidedly better less complicated to using in gasoline motors. MUSIC 20% fuel FireStorm Spark Plug 70% and to this 40 % height the engine power, 0 of emissions CO2 and this is science engine benzine-. Dear knows to the benzine one can pour some more H2O as spark produces plazme and in water not gasnie
Posted by: Henryk | 19 May 2008 at 01:50 PM
The MUSIC technology is explained in more detail on website www.musicombustion.co
Posted by: MUSIEngines | 24 May 2008 at 02:41 AM
China Lutong Parts Plant
David (Sales Manager)
ICQ:432973096
[email protected]
[email protected]
[email protected]
[email protected]
www.china-lutong.com
Cell : 0086 - 135 994 9898 1
http://img144.imageshack.us/img144/3497/posteryo1.jpg
Let me introduce my self to you .This is David the sales manager
of China Lutong Parts Plant. we are a manufacturer and exporter for
diesel engine parts ,Such as nozzle, plunger,feed pump, delivery valve,
Head Rotor and so on .
fule injection parts,auto mobile parts, auto spare parts,head rotor,nozzle,element,plunger,supply pump,gasket kit,delivery valve,magnet valve,
8n7005,27333,KAMAZ,AUDI,BMW,FIAT,FORD,ISUZU,OPELMAN,
MERCEDES,RENAULT,MITSUBISHI,NISSAN,SCANIA,VOLVO,TOYOTA,Scania,Claas, Deutz,Fahr,John Deere
РАСПЫЛИТЕЛИ,ФОРСУНКИ,V - Образные топливные насосы,форсунка ,ПЛУНЖЕРНЫЕ ПАРЫ
7x0.3x130,7x0.25x140,6x0.30x130,7x0.30x130,9x0.35x150,7x0.25x155,8x0.4x140,
8x0.3x140,7*0.3*130,7*0.25*140,6*0.30*130,7*0.30*130,9*0.35*150,7*0,25*155,
8*0.4*140,8*0.3*140,7x0.3x130,7x0.25x140,6x0.30x130,9x0.35x150,
7x0.25x155,8x0.4x140,8x0.3x140,8x0.35x150
распылитель 10x0.45x135 ,клапан Г-60,ПЛУНЖЕРНАЯ ПАРА
50H01.1111150 ,4YTHM.1111410-01 ,YTM 5-1111220 ,UTN-5-1111220
УТН-5-1111220,02626-1112110-01,60.1111073-10,6060-214-1112110
33.1111074-01,4*0.3233.1112110-80,445.16C15,14-69-107,16-67-108СП
16-67-102СП,166А1.20с2-16,406А1.20с2-40,706А1.20с2-70
7123-340U,7123-345U,7123-340R,7123-340S,7123-909T,7123-909U,7139/360U,7139-130T
7139-764S,7139-764T,7139-92Y,7139-91Y,7180-550K(7123-340K),7180-550R(7123-340R)
7180-550S(7123-340S),7180-550U(7123-340U),7180-559U(7123-345U),7180-571T,7180-678S
6801115,6801180 ,6801027, 6801133,DLL150S6743CF ,5621791,DLL150S6840CF
5621830 DLL150S6666, 5621713,DLLB150S907,5621940,DLL150S6774CF
5621821 DLL150S6741CF,5621789,6801174,6801134,6801022
6801173,6801135,6801047,5621891,DLL150S6841CF,7123-019,7123-388
Laboratorios de Equipos Diesel
Reyva S.A.
DLLA160S608, DLLA154P674, DLLA154SN752, DN0SDN199
deisel injection pumps
diesel nozzle
bosch ve pump parts
nissan ed30 diesel
diesel fuel injection pump
DN0SD228
diesel fuel injector
truck parts
hino diesel eh700
EIxO CAMES
stanadyne 20494
motorpal injection pump
motorpal fuel pump
emision fuel inyeccion
YANMAR 6RAL
CUMMINS FUEL INJECTOR
NP002RA
Hino W04CT
TRUCK SUSPENSIONS
Diesel engine parts
Head rotor,nozzle,plunger,element,cam disk,feed pump,delivery valve,injector,elemento
Cam Disk (4CYL) 1466110338 338DSLA156P736 DSLA156P737 DSLA145P763 DSLA136P804 DSLA154P1320 DSLA150P1034
Cam Disk VE pump parts 1 466 109 402 402
Cam Disk VE pump parts 1 466 110 331 331
Cam Disk (4CYL) 1 466 110 374 374
Cam Disk VE pump parts 1 466 110 397 397
Cam Disk VE pump parts 1 466 110 398 398
Cam Disk VE pump parts 1 466 110 399 399
Cam Disk (4CYL) 1 466 110 426 426
Cam Disk (4CYL) 1 466 110 432 432
Cam Disk (4CYL) 1 466 110 600 600
Cam Disk (4CYL) 1 466 110 604 604
Cam Disk (4CYL) 1 466 110 609 609
Cam Disk (4CYL) 1 466 110 640 640
Cam Disk (4CYL) 1 466 110 653 653
Cam Disk VE pump parts 1 466 111 341 341(6CYL)
Cam Disk (6CYL) 1 466 111 654 654
Cam Disk (4CYL) 2 466 110 015 015(4CYL)
Cam Disk (4CYL) 2 466 110 110 110
Delivery.Valve P 2,418,552,027
Delivery.Valve P 2,418,552,065
Delivery.Valve P 2,418,552,069
Delivery.Valve P 2,418,552,103
Drive Shaft VE pump parts 1 466 100 310
Drive Shaft VE PUMP PARTS 1 466 100 401 20MM short
Drive Shaft VE pump parts 1 466 100 402
FEED PUMP VE Parts 146100-0120(9 461 610 089) 20mm
FEED PUMP VE Parts 146100-0220(9 461 611 363) 20mm
H&R VE Pump Parts 096400-0242 D00-0242
H&R VE Pump Parts 096400-1000
H&R VE Pump Parts 096400-1060 D00-1060
H&R VE Pump Parts 096400-1090 D00-1090
H&R VE Pump Parts 096400-1160
H&R VE Pump Parts 096400-1230 1230
H&R VE Pump Parts 096400-1240 1240
H&R VE Pump Parts 096400-1250 1250
H&R VE Pump Parts 096400-1270
H&R VE Pump Parts 096400-1320 1320
H&R VE Pump Parts 096400-1330 1330
H&R VE Pump Parts 096400-1360
H&R VE Pump Parts 096400-1441 1441
H&R VE Pump Parts 096400-1451
H&R VE Pump Parts 096400-1481 1481
H&R VE Pump Parts 096400-1500 1500
H&R VE Pump Parts 096400-1700 1700
H&R VE Pump Parts 1 468 334 565 4565
H&R VE Pump Parts 1 468 334 677
H&R VE Pump Parts 1 468 335 345 5345
H&R VE Pump Parts 2 468 334 021 B334 021(4021)
H&R VE Pump Parts 2 468 335 022 5022
H&R VE Pump Parts 2 468 336 013 6013
Head rotor VE Parts 1 468 334 391 4391
Head rotor VE pump parts 1 468 334 565 4565
Head rotor VE pump parts 1 468 334 580 4580
Head rotor VE pump parts 1 468 334 595 A334 595
Head rotor VE Parts 1 468 334 859 4859
Head rotor VE Parts 1 468 335 345 5345
Head rotor VE PUMP PARTS 2 468 334 021 B334 021(4021)
Head rotor VE pump parts 2 468 334 050 4050
Head rotor VE pump parts 2 468 335 022 5022
Head rotor VE PUMP PARTS 2 468 335 044 5044
Head rotor VE Parts 2 468 336 013 6013
NOZZLE DN 5643410 DN0SD230
NOZZLE P 0 433 171 023 DLLA150P22
NOZZLE P 0 433 171 032 DLLA150P31
NOZZLE P 0 433 171 043 DLLA150P43
NOZZLE P 0 433 171 052 DLLA150P52
NOZZLE P 0 433 171 100 DLLA150P110
NOZZLE P 0 433 171 159 DLLA 134 P 180
NOZZLE P 0 433 171 165 DLLA146P154-
NOZZLE P 0 433 171 174 DLLA 144 P 184/
NOZZLE P 0 433 171 214 DLLA 146 P 166/
NOZZLE P 0 433 171 326 DLLA152P452
NOZZLE P 0 433 171 435 DLLA145P574
NOZZLE P 0 433 171 583 DLLA154P866
NOZZLE DSLA-P 0 433 175 058 DSLA150P357
NOZZLE DSLA-P 0 433 175 061 DSLA145P366
NOZZLE DSLA-P 0 433 175 072 DSLA150P442
NOZZLE DSLA-P 0 433 175 093 DSLA150P520
NOZZLE DSLA-P 0 433 175 110 DSLA148P591
Nozzle S 0 433 271 045 DLLA150S186
Nozzle S 0 433 271 046 DLLA150S187
NOZZLE S 0 433 271 078 DLLA35S2180
Nozzle S 0 433 271 160 DLLA79S390
NOZZLE S 0 433 271 221 DLLA144S485
Nozzle S 0 433 271 268 DLLA150S2120
NOZZLE S 0 433 271 299 DLLA150S616
NOZZLE S 0 433 271 322 DLLA28S656
NOZZLE S 0 433 271 355 DLLA 25 S 722
Nozzle S 0 433 271 366 DLLA144S747
NOZZLE S 0 433 271 377 DLLA149S775
NOZZLE S 0 433 271 403 DLLA142S791
Nozzle S 0 433 271 404 DLLA142S792
Nozzle S 0 433 271 423 DLLA144S829
NOZZLE S 0 433 271 444 DLLA144S485
Nozzle S 0 433 271 462 DLLA150S935
NOZZLE S 0 433 271 471 DLLA134S999
Nozzle S 0 433 271 478 DLLA140S1003
NOZZLE S 0 433 271 487 DLLA 136 S 1034
Nozzle S 0 433 271 499 DLLA136S1094
NOZZLE S 0 433 271 502 DLLA 142 S 1096
Nozzle S 0 433 271 521 DLLA138S1191
NOZZLE S 0 433 271 524 DLLA 134 S 1199
NOZZLE S 0 433 271 718 DLLA 140 S 1116
NOZZLE S 0 433 271 740 DLLA 136 S 943
NOZZLE S 0 433 271 774 DLLA124S1001
NOZZLE S 0 433 271 775 DLLA136S1000
NOZZLE S 0 433 271 781 DLLA144S992
NOZZLE S 0 433 271 874 DLLA150S739
Nozzle DN 0 434 250 011 DNOSD1510
Nozzle DN 0 434 250 063 DNOSD193
Nozzle DN 0 434 250 072 DN0SD220
Nozzle DN 0 434 250 092 DN0SD1930
NOZZLE DN 0 434 250 103 DN0SD293
Nozzle DN 0 434 250 120 DNOSD261
NOZZLE DN_SD 0 434 250 128 DN0SD265
Nozzle DN 0 434 250 138 DN0SD273
Nozzle DN 0 434 250 139 DNOSD274
Nozzle DN 0 434 250 153 DN12SD290
NOZZLE SD 0 434 250 155 DNOSD294
Nozzle DN 0 434 250 159 DN0SD297
NOZZLE DN 0 434 250 161 DNOSD300
NOZZLE SD 0 434 250 162 DNOSD301
Nozzle DN 0 434 250 169 DN0SD308
NOZZLE DN 0 434 250 176 DN0SD314
Nozzle DN 0 434 250 897 DN0SD310
Nozzle DN 093400-0090 DN4SDND90
Nozzle DN 093400-0800 DN4SD24ND80
Nozzle DN 093400-1300 DNOSD126
Nozzle DN 093400-1310 DN0SD193
Nozzle DN 093400-1330 DN4SDND133
Nozzle DN 093400-1420 DN4SDND142
Nozzle DN 093400-3000 DN0SDND300
Nozzle DNOPDN 093400-5010 DN4PD1
Nozzle DNOPDN 093400-5040(105007-1190) DNOPD4
Nozzle DNOPDN 093400-5200 DN0PD20
Nozzle DNOPDN 093400-5310 DNOPD31
Nozzle DNOPDN 093400-5320 DN20PD32
Nozzle DNOPDN 093400-5410 DN10PD41
Nozzle DNOPDN 093400-5630 DN10PD63
Nozzle DNOPDN 093400-5640 DN4PD57
Nozzle DNOPDN 093400-6000 DNOPD600
Nozzle DNOPDN 093400-6030 DN10PD603
Nozzle DNOPDN 093400-6050 DN0PD605
Nozzle DNOPDN 093400-6190 DN0PD619
Nozzle DNOPDN 093400-6280 DN0PD628
Nozzle DNOPDN 093400-6500 DN0PD650
Nozzle DNOPDN 093400-6810 DN4PD681
Nozzle DNOPDN 093400-6850 DNOPD685
Nozzle S 9 430 084 227 DLLA142S1013
Nozzle S 9 430 084 245 DLLA142S1264
Nozzle S 9 430 084 245 DLLA142S1264
Nozzle S 9 430 084 245 DLLA142S1264
Nozzle S 9 430 084 247 DLLA142S1266
Nozzle P 9 430 084 757 DLLA146P600
Nozzle DNOPDN 9 432 610 062 DNOPDN112
Nozzle S 9 432 610 192 DLLA137S1157
Nozzle DNOPDN DN10PD76
Nozzle DNOPDN DN4PD58
Plunger PS8500 2418425988 2455-988
Plunger P 2,418,455,012
Plunger P 2,418,455,022
Plunger P 2,418,455,070
Plunger P 2,418,455,074
Plunger PS7100 2,418,455,122
Plunger PS7100 2,418,455,149
Plunger PS7100 2,418,455,165
Plunger PS7100 2,418,455,196
Plunger P 2,418,455,226
Plunger PS7100 2,418,455,309
Plunger PS7100 2,418,455,333
Plunger P8500 2,418,455,338
Plunger P 2,418,455,342
Plunger A 1 418 305 525 305-525
Plunger A 1 418 305 540 1305-540F
Plunger A 1 418 325 170 325-170
Plunger MW 1 418 415 081 1415-081
Plunger MW 1 418 415 545 1415-546
Plunger MW 1 418 415 545 1415-545
Plunger A 1 418 425 051 1425-051
Plunger P8500 2 418 425 988
Plunger P8500 2 418 425 989 PW40
Plunger P 2 418 450 011 2450-011
Plunger P 2 418 450 025 2450-025
Plunger P 2 418 450 067 2450-067
Plunger P 2 418 450 069 2450-069
Plunger P 2 418 450 070 2450-070
Plunger P 2 418 450 081 2450-081
Plunger P 2 418 455 002 2455-002
Plunger P 2 418 455 012 2455-012
Plunger P 2 418 455 016 2455-016
Plunger P 2 418 455 022 2455-022
Plunger P 2 418 455 029 2455-029
Plunger P 2 418 455 034 2455-034
Plunger P 2 418 455 055 2455-055
Plunger P 2 418 455 069 2455-069
Plunger P 2 418 455 070 2455-070
Plunger P 2 418 455 071 2455-071
Plunger P 2 418 455 072 2455-072
Plunger P 2 418 455 074 2455-074
Plunger A 2 418 455 081 2455-081
Plunger P 2 418 455 097 2455-097
Plunger PS7100 2 418 455 122 2455-122
Plunger PS7100 2 418 455 129 2455-129
Plunger PS7100 2 418 455 134 2455-134
Plunger PS7100 2 418 455 149 2455-149
Plunger PS7100 2 418 455 165 2455-165
Plunger PS7100 2 418 455 196 2455-196
Plunger P 2 418 455 226 2455-226
Plunger PS7100 2 418 455 304 2455-304
Plunger PS7100 2 418 455 309 2455-309
Plunger PS7100 2 418 455 310 2455-310
Plunger PS8500 2 418 455 338 3455-338
Plunger PS7100 2 418 455 348 2455-348
Plunger PS7100 2 418 455 369 2455-369
Plunger PS7100 2 418 455 512 2455-512
Plunger PS8500 2 418 455 518 2455-518
Plunger PS7100 2 418 455 524 2455-524
Plunger PS8500 2 418 455 542 2455-542
Plunger A 9 412 270 043 9270-043
repair kit VE pump parts 2,417,010,001
repair kit VE pump parts 2,417,010,003
repair kit VE pump parts 2,417,010,010
repair kit VE pump parts 2,417,010,022
Repair Kit VE Parts 1 467 010 059
Repaire Kits VE Pump Parts 2 417 010 001 2 417 010 001
Repaire Kits VE Pump Parts 2 417 010 003
Repaire Kits VE Pump Parts 2 417 010 010 2 417 010 010
Repaire Kits VE Pump Parts 2 417 010 022
Military vehicle M35A2 Engine system
Nozzle: NSN: 2910-00-860-2336
ADB-135S-126-7
Fuel Injector Valve Assy:
NSN: 2910-00-861-1408
Hydraulic Head:
HD90100A
HD90100
HD8821.
27333
27336
26632
26964
22808(7n0449)
F237(1W5829)
9L6969(22762)
9N2366
33408
29279
28485
32262
20494
28481
4W7017
8N7005
7W7038
4W7022
1W6541:110
8N3539
7W7018
4W7018
6N7527
1P6400
7W5929
9H5797
1W6539
Turbo, Turbo kits
4LG
4LGZ 52329883296
CAT320B
CAT3306
CT26 17201-17030
D155 6502-12-2003
D355 6502-13-9005
D75 6152-81-8310
Ex200-1 1-14400-2100
Ex200-1
Ex200-2 1-14400-2720
Ex200-3 1-14400-2720
Ex200-5 1-14400-3320
Ex300-1 24100-1440C
Ex300-2/3 1-14400-3140
Ex300-3C/5 1-14400-3340
GT17 433352-0022
GT22 442187-6
GT2259 452214-0003
H1C 3538474
H1C
H1E 3545701
H2C 3519095
HC5A 3523850
HC5A 3524450
HC5A 3524451
HIC 3528777
HIE 3524034
HT3B 3522865
HT3B 3522867
HT3B
K03 058 145 703J
K03 058 145 703K
K27 53279706519
K27 5327 970 5203
K27 5327 970 6206
K27C 53279707120
PC200-3 6137-82-8300
PC200-5 6207-81-8210
PC200-6 6207-81-8331
PC220 6222-81-8170
PC300-3 6151-81-8400
PC300-5 6222-81-8210
PC400 6151-83-8210
PC400-3 6138-82-8200
PC400-5 6152-81-8210
RHB5
RHB6 8944183200
RHC6 114400-3320
RHC6/Ex220-5 24100-3340A
RHC7 24100-1460A
ST50 3032061
ST50 3032062
T04B08 465424-9002S
T04B11 408970-9002S
T04B15 409250-5002S
T04B19 409640-5004S
T04B25 409770-5018S
T04B26 409760-9002S
T04B32 409940-9007S
T04B42 465360-8002S
T04B49 465695-5001S
T04B51 465740-9003S
T04B71 465154-9003S
T04B80 409040-5010S
T04B90 409080-9009S
T04E12 466820-9006S
T04E13 466772-6002S
T25/T28
T28R
T3/T4
T-46 3018067
T-46 3018068
T-46 3026924
TA45 452188-0001
TA4502 465922-0003
TA4507 441398-0043
TA4507 466314-0004
TA4513 466818-0008
TA4521 466629-9002S
TA5101 466074-0011
TA5102 466076-0019
TA5111 465363-0001
TA5111 465363-0003
TA5112 452020-0003
TA5124 466102-0001
TA5125 454025-0001
TA5126 454003-0007
TA5127 466159-5003S
TA5129 452135-0003
TA5130 468132-0004
TA5131 466569-0001
TA5132 452154-0002
TA5133 454140-0001
TA5135 479027-0006
TB2209 466073-0005
TB25 452215-0002
TB2502 466480-0001
TB2504 466546-0004
TB2509 466974-0010
TB2510 466880-0030
TB2514 465555-0003
TB2518 466898-9007S
TB2525 465823-5002S
TB2527 465941-0001
TB2533 452022-0001
TB2535 465445-0001
TB2548 452044-0001
TB2550 465587-0002
TB2552 466700-0002
TB2556 452058-0002
TB2557 452047-0003
TB2559 452083-0001
TB2566 466491-0006
TB2580 703605-0001
TBP4 466679-0001
TBP402 452046-5002S
TBP404 466229-9001S
TBP408 465425-0001
TBP409 465427-0002
TBP412 452071-5003S
TBP417 466535-0001
TBP418 452085-5005S
TBP420 466533-5001S
TBP421 452046-0003
TBP444 702646-0004
TBP4501 454070-0001
TBP4802 465481-0001
TD06 49179-08730
TD06-17A 49179-02119
TD06H-14C 49179-00451
TD06H-14C 49179-00451
TD07-25A13 49187-00220
WA350-1 6138-82-8200
WA350-3 6502-13-9005
WA400-1 6207-81-8220
707342-0001 GARRETT TB25 CARBON SEAL KIT
701813-0001 GARRETT TB25 DYNAMIC KIT
468100-0000 GARRETT T04B TA3 KIT
407884-0001 GARRETT T12 KIT
702603-0001 GARRETT GT15 KIT
702604-0004 GARRETT GT15 GT17 KIT
702605-0004 GARRETT VNT GT20 GT22 KIT
468212-0000 GARRETT T18 KIT
468214-0000 GARRETT T18A KIT
468211-0000 GARRETT TV61 KIT
468416-0000 GARRETT TV94 KIT
49177-80410 MITSUBISHI TD04 FULL KIT
49178-89200 MITSUBISHI TD05 MAYOR KIT
49188-80200 MITSUBISHI TD08H KIT
MITSUBISHI TF035 WITH BACK PLATE INCUSIVE
TOYOTA CT9 AND CT12 KIT
TOYOTA CT20/CT26 DINAMIC KIT
TOYOTA CT20/CT26 CARBON SEAL KIT
TOYOTA CT12B KIT
3599641 compressor wheel turbo H1E
3526175 compressor wheel turbo H3
GT25R 471171-3
GT25R54
GT28R
GT28RS
GT3037S
GT30R 700382-12
GT32 4522203-1
GT3267 706705-0001
GT3267S 452233-5002S
GT35
GT3540R
GT35R
3003929
3003933
3004054
3005963
3012535
3012536
3012537
3012538
3014590
3018814
3018862
3023556
3028068
3047963
3047964
3047973
3054228
3275266
3275267
3016675
3016676
3047969
3047973
3047991
3047991
3054217
3054218
3054218
3054218
3054218
3054218
3054231
3054231
3054231
3054249
3054249
3054249
3054249
3275538
3275539
Москва
REPUESTOS SISTEMAS DE INYECIòN DIESEL
ELEMENTO Cabezales rotativos DPA
VALVULA cabezales EP VE
TOBERA Elemento Bombeante
EJE DE LEVAS Elemento tipo P
CABEZOTE Anillo De Transferencia
CARCAZA CENTRAL CYM INYECCION DIESEL:AUTOPARTES
DISCO DE LEVAS
VALVULA DE RETORNO PICOS INYECTORES
SOLENOIDE DE RETORNO
PLATO DE LEVAS TOBERAS
inyección Diesel y
inyección Diesel BOMBAS INYECTORAS
vst?ikovací trysky elementy do ?erpadel Elemento
CYM. Inyección Diesel Válvula
Injecteur
Porte injecteur
POSTO DIESEL LTDA
China Lutong Parts Plant offer: diesel fuel injection part,
diesel element, Lutong diesel , plunger, diesel barrel,
hydraulic head, cylinder/ distributor head, head rotor,
military truck part, hd90100,
nsn 2910008287176, m35 series, m series, caterpillar diesel,
pencile nozzle, 8N7005, military part,
military vehicle engine part,
armoured vehicle part, diesel part, diesle injector,
diesel injection,KOMATSU, TOYOTA, SUZUKI, NISSAN, MAZDA,
HONDA, HINO, cylinder head,hydraulic head, head rotor,
nsn 2910008287176, hd90100,
nsn 3040007223536, hd8821, military vehicle part, car part,
komatsu, diesel injector, diesel, pencile nozzle,
cylinder/ distributor head, ve-pump
Posted by: David Chen | 13 November 2008 at 09:40 PM
After reading the posts the hidden down side fact about this engine was exposed...as I had questioned...The high pressures and temperatures in this design create high levels of NOX just like a direct injection diesel does.
However it is still a very important development in engine technology, especailly if MUSI can improve the power output on top end. Even without this improvement this will find many applications. In transportation this will be a stumbling block because of the huge power bandwidth demanded by drivers (Standard thinking before global warming became a de-facto belief in the worlds population, so now this demand for power bandwith may not be so hard of a factoid.) Either you have to make the engine bigger offsetting efficiency gains due to added weight or live with less power.
Why not just add a standard injector to the induction system? This would allow the extra fuel to be added when needed. (accelerating) The second direct injection may be eliminated to save cost, beef up the remaining one for more m dot. Or leave it in and have full power bandwith on demand. If this induction injector only can produce lean or ultra lean conditions by itself then detonation will not be an added problem with this additional refinement.
And it would not increase fuel consumption because it will only be used when needed (1-10% of the time ~? any real numbers out there about % driving full load vs steady state?)
Or it would offset fuel that would have been injected by secondary direct injector, so little or no decrease in average fuel economy would occur.
Would like to correspond with engineers developing this engine. Anybody on the blog involved?
Posted by: I.B.Green | 03 June 2009 at 08:38 AM