Detroit Diesel Series 51: Forskjell mellom revisjoner
(Ny side: Detroit Diesel Series 51 Serie 51 var en forenklet versjon av Serie 53 (Jeg vet det høres rart ut), uten eksosventiler, men i stede utnyttet == Serie 51 == The Detroit Diesel...) |
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[[Detroit Diesel]] Series 51 | [[Detroit Diesel]] Series 51 | ||
== Serie 51 == | == Serie 51 == | ||
Detroit Diesel Series 51 var en totakts dieselmotor bygget av General Motors Detroit Diesel Division fra 1951 til 1959. | |||
I motsetning til de andre dieselmotorene til Detroit Diesel, angir Serie 51 ikke sylindervolumet, men året den ble introdusert. Serie 51 kom i to varianter, som en tosylindret versjon som het 2-51, som var på 1,8 Liter (108 cu in), og en rekkefire som het 4-51, som vr på 3,5 liter (216 cu in). | |||
Serie 51 var et forenklet versjon av Serie 53, uten eksosventiler, men med både spyleporter og eksosporter i sylinderforingen. Motoren var utstyrt med mekanisk blåser. | |||
This engine used a dry sleeve with 9 intake ports and three exhaust ports in that sleeve. These sleeves were located in such a way that the exhaust ports lined up with exhaust ports in the block that were physically higher than the intake ports in the block. This resulted in pressurized cool air being forced through the intake ports just after the exhaust started exiting (note that the exhaust ports in the sleeves were higher at the top than the intake ports while the bottom of all ports in the sleeve are at the same height. The net compression ratio is 18:1. Unlike a two cycle gasoline engine, the crankcase was not used to draw in the fuel/air mixture. | This engine used a dry sleeve with 9 intake ports and three exhaust ports in that sleeve. These sleeves were located in such a way that the exhaust ports lined up with exhaust ports in the block that were physically higher than the intake ports in the block. This resulted in pressurized cool air being forced through the intake ports just after the exhaust started exiting (note that the exhaust ports in the sleeves were higher at the top than the intake ports while the bottom of all ports in the sleeve are at the same height. The net compression ratio is 18:1. Unlike a two cycle gasoline engine, the crankcase was not used to draw in the fuel/air mixture. | ||
Instead, the supercharger forced air in the intake ports and diesel was injected by a camshaft actuated injector which was pressurized by a gear pump. Since the Diesel fuel is injected just before top dead center virtually no unburnt fuel is expelled in the exhaust unlike a two-cycle gasoline engine. The elimination of exhaust valves reduced the complexity and weight of the engine. The power output and rpm of this engine was controlled by governing the intake air and controlling the opening of the injectors with shutdown accomplished by completely closing off the air intake. The much lower weight of this engine compared to engines with valves made it quite suitable for applications where other motors of the same horsepower were not feasible. Its uses include: Marine propulsion, generators, pumps, air compressors, road graders and other industrial uses. It was never factory installed for automotive purposes but conversion kits and engines were made available for automotive use. This engine design did not see wide use due to not being able to reduce the exhaust noise to an acceptable level due to any exhaust restriction causing a reduction of power and efficiency. It was a very fuel efficient engine with a very high power output to fuel consumption ratio. | Instead, the supercharger forced air in the intake ports and diesel was injected by a camshaft actuated injector which was pressurized by a gear pump. Since the Diesel fuel is injected just before top dead center virtually no unburnt fuel is expelled in the exhaust unlike a two-cycle gasoline engine. The elimination of exhaust valves reduced the complexity and weight of the engine. The power output and rpm of this engine was controlled by governing the intake air and controlling the opening of the injectors with shutdown accomplished by completely closing off the air intake. The much lower weight of this engine compared to engines with valves made it quite suitable for applications where other motors of the same horsepower were not feasible. Its uses include: Marine propulsion, generators, pumps, air compressors, road graders and other industrial uses. It was never factory installed for automotive purposes but conversion kits and engines were made available for automotive use. This engine design did not see wide use due to not being able to reduce the exhaust noise to an acceptable level due to any exhaust restriction causing a reduction of power and efficiency. It was a very fuel efficient engine with a very high power output to fuel consumption ratio. | ||
[[Kategori:GM Diesel]] | |||
Revisjonen fra 18. des. 2017 kl. 18:42
Detroit Diesel Series 51
Serie 51
Detroit Diesel Series 51 var en totakts dieselmotor bygget av General Motors Detroit Diesel Division fra 1951 til 1959.
I motsetning til de andre dieselmotorene til Detroit Diesel, angir Serie 51 ikke sylindervolumet, men året den ble introdusert. Serie 51 kom i to varianter, som en tosylindret versjon som het 2-51, som var på 1,8 Liter (108 cu in), og en rekkefire som het 4-51, som vr på 3,5 liter (216 cu in).
Serie 51 var et forenklet versjon av Serie 53, uten eksosventiler, men med både spyleporter og eksosporter i sylinderforingen. Motoren var utstyrt med mekanisk blåser.
This engine used a dry sleeve with 9 intake ports and three exhaust ports in that sleeve. These sleeves were located in such a way that the exhaust ports lined up with exhaust ports in the block that were physically higher than the intake ports in the block. This resulted in pressurized cool air being forced through the intake ports just after the exhaust started exiting (note that the exhaust ports in the sleeves were higher at the top than the intake ports while the bottom of all ports in the sleeve are at the same height. The net compression ratio is 18:1. Unlike a two cycle gasoline engine, the crankcase was not used to draw in the fuel/air mixture.
Instead, the supercharger forced air in the intake ports and diesel was injected by a camshaft actuated injector which was pressurized by a gear pump. Since the Diesel fuel is injected just before top dead center virtually no unburnt fuel is expelled in the exhaust unlike a two-cycle gasoline engine. The elimination of exhaust valves reduced the complexity and weight of the engine. The power output and rpm of this engine was controlled by governing the intake air and controlling the opening of the injectors with shutdown accomplished by completely closing off the air intake. The much lower weight of this engine compared to engines with valves made it quite suitable for applications where other motors of the same horsepower were not feasible. Its uses include: Marine propulsion, generators, pumps, air compressors, road graders and other industrial uses. It was never factory installed for automotive purposes but conversion kits and engines were made available for automotive use. This engine design did not see wide use due to not being able to reduce the exhaust noise to an acceptable level due to any exhaust restriction causing a reduction of power and efficiency. It was a very fuel efficient engine with a very high power output to fuel consumption ratio.