Firstly will a Ecotek valve go on a diesil and two are they worth it or is it likely to cause problems?
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Ecotek do or dont
- Thread starter stefandci65
- Start date
Firstly will a Ecotek valve go on a diesil and two are they worth it or is it likely to cause problems?
i was being sarcastic
the reason why an ecotec doesnt work on a diesel is because the theory behind it is to increase turbulence, and therefore increase the speed at which the fuel/air (flame front) burns in the cylinder, and so increase cylinder pressure. this is an excellent theory for a petrol engine, but diesel fuel doesnt have this characteristic,....thats why they rev lower than opetrol engines
yes adding air will correct the mixture (but standard practice is to reduce fuel flow, not introduce an air leak), but the point is diesel as a fuel DOES NOT burn quicker the more turbulent it is. petrol does, that is why the thoery behind the ecotec is good. in practice however, turbulent air flow has greater resistence, so there is a pay-off. IF u could somehow make the air/fuel in the cylinder more turbulent, without reducing actual flow, u could make urself a lot of money......
My Ecotek Valve came this morning and am gonna fit it when it stops raining.
I believe in the theory behind it.....
The device works by taking advantage of an effect involving differential pressures known as the ‘Venturi’ effect, widely used in engineering for flow meters, gas-fired water heating systems and most famously in jet engines. The Ecotek Valve has FOUR different modes of operation according to the rev speed of the engine and hence the velocity of the airflow to the inlet manifold:
1. At low revs.
The device incorporates a stiff-sprung stopper valve that acts to mitigate air intake and is designed so that when the engine is idling (when the engine is warm and the choke not operating) a very limited amount of air is drawn in – in other words the device bleeds small amounts of air during tick over. There is nothing that can be done to significantly reduce fuel consumption in this state but the small amount of air drawn in via this ‘bleed’ serves to reduce emissions at tick over (particularly CO) without affecting smooth running. Furthermore, this bleed occurs throughout the rev range acting to sustain the turbulence initiated by the full operation of the device in 2. and 3. below.
2. With a neutral throttle and moderate acceleration (1500- 3500 rpm) OR after lifting off after hard acceleration.
In the case of both periods of moderate acceleration and in the few seconds after hard acceleration, there is a much higher pressure flow of air along the ‘T’ of the device and hence much stronger suction in the vertical down-pipe. As stated, the device incorporates a valve attached to a rigid steel spring and at certain engine speeds this is forced open by the partial vacuum, against the resistance of the spring, to allow air to be sucked in and restore the pressure inside the tube.
The valve will then return to its original position and the process repeated. The net effect of this is an oscillatory motion in the down-pipe the frequency of which is governed by the rigidity of the spring (the spring constant), the engine speed and the model of car to which the device is fitted.
It is this oscillatory motion and resultant longitudinal wave of compressed and then rarefied air that enhances combustion efficiency. This wave of air is transmitted along the connecting pipe until it reaches the opening of the inlet manifold where it disperses and greatly improves the mixing process of fuel and air. In normal combustion many of the larger fuel droplets fall out of the mixture and are expelled via the exhaust as unburned Hydrocarbon emissions. Due to the more finely dispersed fuel droplets created a much more efficient burn is produced.
3. At high revs
At very high engine speeds, the oscillation process effectively breaks down and to a greater extent and the device will remain ‘open’. However, this improves the air intake into the inlet manifold and, as a result of its design, the effect of the air passing through the open valve causes it to swirl. This again creates improved fuel/air mixing and improved combustion. At high revs this can be at least as effective as the oscillatory effects at lower revs.
Any leaning of the fuel air mixture caused by the opening of the valve is compensated by the improvements in the suspension of the fuel molecules with the resultant maintenance or even reduction in combustion chamber operating temperatures.
4. Under all circumstances
Throttle response is improved under all conditions due to the fact that the device partially collapses the inlet vacuum. This, particularly in the case of electronically controlled fuel injection cars, creates a very small hesitation in the draft across the injectors when the accelerator is re-applied. This momentarily effects a significant increase in the petrol content of the AFR which in turn causes a noticeable increase in engine response.
Pics & Reviews from customers: http://www.ecotekplc.com/fitting.htmhttp://www.ecotekplc.com/fitting.htm
Craig.
great,so uve typed out the instructions, AND proved my point!
"as a result of its design, the effect of the air passing through the open valve causes it to swirl. This again creates improved fuel/air mixing and improved combustion"
swirl=turbulence="improved combustion"=faster flame front=higher cylinder pressure=wot i said earlier!
Jesus....again.
wallyzs post is interesting, about 2 years ago we had massive debates over the devices actual ability to do what it says on the tin. We pretty much proved that it couldnt work.
Anyway, they have no massively changed their theory. Where it used to induce swirl out of the valve. Not a pulse walve. So, it was ripped tp shreds on the basis that swirl of such small aptitude cannot travel down the length of a the servo pipe, past a 90 deg bend out of the valve, into the manifold where it meets MASSIVE respective volume of flow. The teeny amount of air it bleeds in has no effect on any flow characteristics through the manifold. Not to mention most of the brake servo pipes are no located where the bleed could reach each runner equally, thus leading to individual cylinder leaning.
Then teh fact that it wont run at WOT.
And apart from that, stan is correct in saying that swirl is more beneficial to economy, not power. And that fact that most swirl is generated due to port angles as it enters the cylinder (us proper cylinder head flow developers change the port shape to reduce swirl), and tumble is generated as it rolls over the valve.
Anyway, they now change their theory!
They mention the venturi effect, where in gods name does that come into play!!!!
They even change their theory half way through
"there is a much higher pressure flow of air along the ‘T’ of the device and hence much stronger suction in the vertical down-pipe"
now it relys purely on a pressure differential, not a differential created by a velocity change.
What a load of crap.
Sorry, major rant, useless and nobody will read it...lol
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