Nissan Patrol 4x4 (Africa)

Hier beroep ek my nou op Peter en kie se kennis.
Ek lees gister 'n ou se storie oor sy Jeep en daar lees ek raak dat hy 'n Throttle Body Spacer ingesit het en nou 'n bietjie meer wringkrag teen lae revs kry.
Nadat ek so klein bietjie kopgekrap het oor wat vir 'n ding dit nou eintlik is, het ek dit ge-Google, vir Jaco Kirsten wat hier langs my sit uitgevra, en so verstaan ek ook nou wat die ding is. Maar of hy wragtig effektief is en werk is natuurlik 'n heel ander storie...
Kyk, Lobo het genoeg torque, so ek kla glad nie, maar as mens so eenvoudige ding kan opsit (dit is eintlik maar net 'n ring wat jou throttle body (daar waar die brandstof en lug met mekaar meng voor dit na die injectors toe gaan) om meer krag te he, is daar mos nie fout nie.
So werk dit regtig of is dit net nog 'n foefie?

Now there's a question for you!

My personal expectation is that the claims made by the manufacturers are probably exagerated.

However, it is quite possible that this may improve bottom-end torque, I would suspect that in most cases this would be at the expense of top-end power.

The reason I say this is that the purpose of these items are to make the airflow more turbulent, and this supposedly improves the mixing of the fuel and air, and thus creates a better "combustion mixer". But more turbulent flow tends to flow more slowly, in terms of mass flow rate at least, and thus, particularly at higher engine speeds, this will mean that there will be less air in the mix, and thus less oxygen to burn. Further to this, in all except very old fuel injected engines, the injectors are right inside the cylinder head, so there is not a lot of time for this mixing to happen, and the major factor in getting a good mixture must then be the efficiency of the nozzle itself in both spraying the smallest possible droplets of fuel, and also of spraying in the best possible direction in order to spread it as evenly as possible in the airstream.

My theory should be backed up by generations of gas-flowers, as the whole purpose of gas-flowing a head is to get as much air as possible into the engine. Having said this, many gas-flow experts beleive that the inlet tracts should be ground fairly rough to retain some turbulence and help with fuel mix, but this is more of a factor with carburettor engines where the fuel is introduced in the carburettor and must be transported by the air stream for a much longer distance.

With performance carburettors, you used to be able to choose the length of the ram tube (a piece of pipe with a radiused edge leading to the carb inlet), and longer ones gave better bottom end, while shorter ones gave better top-end, and it was always a compromise with th decision based on the engine's rev range and application.

Since the claims I looked at showed about a 10% increase across the whole rev range, I am sceptical. Furthermore, I doubt you will really notice a 10% improvement in bottom-end torque after three weeks of driving.

I must agree with Peter. that said there might be other benefits of a spacer. for some the Bakelite spacer helps to reduce temperature of the fuel in the carb float reducing chances of vapor lock etc.

On the Ford V6 motor the consensus is also that the Bakelite spacer is better, reduces temp but the spacer also had a steel W that fitted in the plenum of the intake manifold and assisted with some of the airflow . I'm not sure if it was low revs or high revs related though.

Andries, I agree with spacers on carbs, either bakelite or rubber.

But the spacers in question here fit between the head and the throttle body of fuel-injected engines, while the fuel injectors fit into the head itself, thus there would be no effect on fuel temperatures even if they weren't made from Aluminium as they are.

Only helps with bottom end in theory
In practice a waste of money in my opinion, they are trying to build on the racing heritage of ram tubes and venturis
Ask yourself this if the rally teams spends thousands of hours and rands on their race ramtube how much can a spacer really work

We can go into all the technicallity about this and how different intake track lenghts and diameters affect performance but in the end their is no true R5 fix for extra ponies

Stem met Grootseun saam. Of Bull$#@t baffle brain , is wat baie ouens try met sekere produkte.
However, It make a huge diffirance in changeing the intake pipe lenth to the throttle, no matter if the injector sit just before the inlet valve or in the throttleboddy.

Further to this, in all except very old fuel injected engines, the injectors are right inside the cylinder head, so there is not a lot of time for this mixing to happen, and the major factor in getting a good mixture must then be the efficiency of the nozzle itself in both spraying the smallest possible droplets of fuel, and also of spraying in the best possible direction in order to spread it as evenly as possible in the airstream.

Peter, ek verstaan nie. Ou fuel injection karre wat se injectors in die head sit?
Groete

Frans, ek het al hier en daar 'n fuel-injector kar gesien wat 'n enkele inspuiter gehad het, daar waar 'n vergasser gewoonlik gemonteer sou gewees het, op die bymekaarkompunt van 'n inlaat-spruitstuk.

O ok Peter, Daai het nie regtig so goed gewerk nie.
Multipoint is maar die antwoord.Hulle sit ook in die intake maar reg by die head, en spuit reg voor die valve in.Deesdae bou hulle petrol engines wat direk in die sylinder inspuit,soos n diesel. Hulle brandstof druk is ook baie hoog. 20 bar op idle en 100bar wanneer hy rev.Die voordeel is die injector spuit baie mooier teen daai druk. Hy moet om die petrol in die sylinder te kry. Ook kan die engine bouers die druk verhouding baie hoer maak,want die engine kompress net eers lug en dan spuit hy petrol net voor die vonkprop sy werk doen. Geen spontaniese ontbranding nie. Pinking. Hulle is ook geforseer om onafhanklik in te spuit op die manier. Nie soos baie engines wat al die injectors gelyk fire nie. Dit gee ook beter brandstof verbruik.
Anyway ek hol weg met n ander ou se thread. Sorry.
Langer pype gee meer torque onder deur, spacers is te min vir n groot verskil.
Groete
Frans

Frans, ekt onlang gepeuter met Mitshibushi se GDI of gasoline direct injection het lesings van tot 170 bar op daai fuel rail gekry

Vandag natuurlik met n trok se commom rail direct injection ook gewerk eish manne 2700 bar rail pressure, daai injector is n waterjet cutter se oupa

Piet jy verwys natuurlik na TBI of throttle body injection sisteem hier by ons was tredia turbo, astra en n paar nissan daarmee maar natuurlik was talle vette engines toegerus met dit

Yip, Grootseun daai tipe druk is nie speletjies nie. Ek het onlangs 2 D4d's gedoen. Hulle sny gou uit as jy hom te veel fuel, dan dink die ecu daar is n lek iewers. meanwile gaan daai fuel engine toe.Soos jy se "waterjet cutter" se oupa.