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An electric car conversion kit, what is it? Well the other day while I was out and about town I came across some information in my local coffee shop about converting your gas -guzzler into a low cost green machine also known as an earth friendly car. The kit is essentially a package that you can purchase to convert your combustible engine car into a greener alternative electric motor powered car. Ever since reading a bit more about it I have become almost obsessed with it.

On my way to the grocery store today I found myself thinking that there is no reason why I couldn't use an electric car conversion kit to transform my old Ford Ranger into an electric vehicle that I can use for the short jaunts about town.

I discovered that an electric car conversion kit or not even necessarily a kit but just the information and directions on how to convert my vehicle to an electric vehicle would allow me to do the following:

1- Eliminate the gas engine and all of the repairs and upkeep that go with it.

2- Eliminate the gas tank.

3- Rid my car of the exhaust pipe and muffler. Yeah no more muffler shop bills every 3 years or so.

4- No more stops at the gas station except of course for when I get the munchies.

5- End getting oil changes. No engine no oil.

6- Conserve a considerable amount of money.

These are just a few advantages and perks that I thought of off the top of my head. I am sure there are a ton more. Anyway picking up detailed instructions or a full-blown electric car conversion kit is sounding more and more appealing.

For me, after seeing the price tag for a full-blown kit versus the price for a conversion manual the decision was a no-brainer. The manual was very cost effective.

I have read about people spending $12000 to convert their vehicles to electric vehicles (EV). But I also found people that spent less than $800 to do it. The difference is a lot of money. If you do it yourself with detailed instructions and a used motor and batteries you can make it very affordable, less than a grand. Read harmless information: http://www.squidoo.com/buildaevcar

Common rail

History

The common rail system prototype was developed in the late 1960s by Robert Huber of Switzerland and the technology further developed by Dr. Marco Ganser at the Swiss Federal Institute of Technology in Zurich, later of Ganser-Hydromag AG (est.1995) in Obergeri.

The first successful usage in production vehicle began in Japan by the mid-1990s. Dr. Shohei Itoh and Masahiko Miyaki of the Denso Corporation, a Japanese automotive parts manufacturer, developed the common rail fuel system for heavy duty vehicles and turned it into practical use on their ECD-U2 common-rail system mounted on the Hino Rising Ranger truck and sold for general use in 1995. Denso claims the first commercial high pressure common rail system in 1995.

Common rail fuel system close up

Modern common rail systems, whilst working on the same principle, are governed by an engine control unit (ECU) which opens each injector electronically rather than mechanically. This was extensively prototyped in the 1990s with collaboration between Magneti Marelli, Centro Ricerche Fiat and Elasis. After research and development by the Fiat Group, the design was acquired by the German company Robert Bosch GmbH for completion of development and refinement for mass-production. In hindsight the sale appeared to be a tactical error for Fiat as the new technology proved to be highly profitable. The company had little choice but to sell, however, as it was in a poor financial state at the time and lacked the resources to complete development on its own. In 1997 they extended its use for passenger cars. The first passenger car that used the common rail system was the 1997 model Alfa Romeo 156 1.9 JTD, and later on that same year Mercedes-Benz C 220 CDI.

Common rail engines have been used in marine and locomotive applications for some time. The Cooper-Bessemer GN-8 (circa 1942) is an example of a hydraulically operated common rail diesel engine, also known as a modified common rail.

Vickers used common rail systems in submarine engines circa 1916. Doxford Engines Ltd. (opposed piston heavy marine engines) used a common rail system (from 1921 to 1980) whereby a multi-cylinder reciprocating fuel pump generated a pressure of approximately 600bar with the fuel being stored in accumulator bottles. Pressure control was achieved by means of an adjustable pump discharge stroke and a "spill valve". Camshaft operated mechanical timing valves were used to supply the spring loaded Brice/CAV/Lucas injectors which injected through the side of the cylinder into the chamber formed between the pistons. Early engines had a pair of timing cams, one for ahead running and one for astern. Later engines had two injectors per cylinder and the final series of constant pressure turbocharged engines were fitted with four injectors per cylinder. This system was used for the injection of both diesel oil and heavy fuel oil (600cSt heated to a temperature of approximately 130C).

The common rail system is suitable for all types of road cars with diesel engines, ranging from city cars such as the Fiat Nuova Panda to executive cars such as the Volvo S80.

Common rail today

Today the common rail system has brought about a revolution in diesel engine technology. Robert Bosch GmbH, Delphi Automotive Systems, Denso Corporation, and Siemens VDO (now owned by Continental AG) are the main suppliers of modern common rail systems. The car makers refer to their common rail engines by their own brand names:

BMW's D-engines (also used in the Land Rover Freelander TD4)

Cummins and Scania's XPI (Developed under joint venture)

Cummins CCR (Cummins pump with Bosch Injectors)

Daimler's CDI (and on Chrysler's Jeep vehicles simply as CRD)

Fiat Group's (Fiat, Alfa Romeo and Lancia) JTD (also branded as MultiJet, JTDm, Ecotec CDTi, TiD, TTiD , DDiS, Quadra-Jet)

Ford Motor Company's TDCi Duratorq and Powerstroke

General Motors Opel/Vauxhall CDTi (manufactured by Fiat and GM Daewoo) and DTi (Isuzu)

General Motors Daewoo/Chevrolet VCDi (licensed from VM Motori; also branded as Ecotec CDTi)

Honda's i-CTDi

Hyundai-Kia's CRDi

Land Rover's "Storm" TD5 derived from the Rover L-Series engine

Mahindra's CRDe

Mazda's MZR-CD (1.4 MZ-CD, 1.6 MZ-CD manufactured by joint venture Ford/PSA Peugeot Citron)

Mitsubishi's DI-D (recently developed 4N1 engine family uses next generation 200 MPa (2000 bar) injection system))

Nissan's dCi

PSA Peugeot Citron's HDI or HDi (1.4HDI, 1.6 HDI, 2.0 HDI, 2.2 HDI and V6 HDI developed under joint venture with Ford)

Renault's 'dCi

SsangYong's XDi (most of these engines are manufactured by Daimler AG)

Subaru's Legacy TD (as of Jan 2008)

Tata's DICOR

Toyota's D-4D

Volkswagen Group: The 4.2 V8 TDI and the latest 2.7 and 3.0 TDI (V6) engines featured on current Audi models use common rail, as opposed to the earlier unit injector engines. The 2.0 TDI in the Volkswagen Tiguan SUV uses common rail, as does the 2008 model Audi A4. Volkswagen Group has announced that the 2.0 TDI (common rail) engine will be available for Volkswagen Passat as well as the 2009 Volkswagen Jetta.

Volvo 2.4D and D5 engines (1.6D, 2.0D manufactured by Ford and PSA Peugeot Citroen), Volvo Penta D-serie engines

Principles

Solenoid or piezoelectric valves make possible fine electronic control over the fuel injection time and quantity, and the higher pressure that the common rail technology makes available provides better fuel atomisation. In order to lower engine noise the engine's electronic control unit can inject a small amount of diesel just before the main injection event ("pilot" injection), thus reducing its explosiveness and vibration, as well as optimising injection timing and quantity for variations in fuel quality, cold starting, and so on. Some advanced common rail fuel systems perform as many as five injections per stroke.

Common rail engines require no heating up time[citation needed] and produce lower engine noise and emissions than older systems.

Diesel engines have historically used various forms of fuel injection. Two common types include the unit injection system and the distributor/inline pump systems (See diesel engine and unit injector for more information). While these older systems provided accurate fuel quantity and injection timing control they were limited by several factors:

They were cam driven and injection pressure was proportional to engine speed. This typically meant that the highest injection pressure could only be achieved at the highest engine speed and the maximum achievable injection pressure decreased as engine speed decreased. This relationship is true with all pumps, even those used on common rail systems; with the unit or distributor systems, however, the injection pressure is tied to the instantaneous pressure of a single pumping event with no accumulator and thus the relationship is more prominent and troublesome.

They were limited on the number of and timing of injection events that could be commanded during a single combustion event. While multiple injection events are possible with these older systems, it is much more difficult and costly to achieve.

For the typical distributor/inline system the start of injection occurred at a pre-determined pressure (often referred to as: pop pressure) and ended at a pre-determined pressure. This characteristic results from "dummy" injectors in the cylinder head which opened and closed at pressures determined by the spring preload applied to the plunger in the injector. Once the pressure in the injector reached a pre-determined level, the plunger would lift and injection would start.

In common rail systems a high pressure pump stores a reservoir of fuel at high pressure up to and above 2,000 bars (29,000 psi). The term "common rail" refers to the fact that all of the fuel injectors are supplied by a common fuel rail which is nothing more than a pressure accumulator where the fuel is stored at high pressure. This accumulator supplies multiple fuel injectors with high pressure fuel. This simplifies the purpose of the high pressure pump in that it only has to maintain a commanded pressure at a target (either mechanically or electronically controlled). The fuel injectors are typically ECU-controlled. When the fuel injectors are electrically activated a hydraulic valve (consisting of a nozzle and plunger) is mechanically or hydraulically opened and fuel is sprayed into the cylinders at the desired pressure. Since the fuel pressure energy is stored remotely and the injectors are electrically actuated the injection pressure at the start and end of injection is very near the pressure in the accumulator (rail), thus producing a square injection rate. If the accumulator, pump, and plumbing are sized properly, the injection pressure and rate will be the same for each of the multiple injection events.

See also

Gasoline Direct Injection

Unit Injector

Unit pump

Turbocharged Direct Injection

Fuel filter

Water sensor

References

^ "240 Landmarks of Japanese Automotive Technology - Common rail ECD-U2". Jsae.or.jp. http://www.jsae.or.jp/autotech/data_e/10-8e.html. Retrieved 2009-04-29. 

^ "Diesel Fuel Injection". http://www.denso.com.au/products/aftermarket_automotive_components/diesel_fuel_injection. Retrieved 2008-09-30. 

^ "Fiat Rebirth of a carmaker". economist.com. Apr 24th 2008. http://www.economist.com/opinion/displaystory.cfm?story_id=11090197. Retrieved 2008-05-01. 

^ "New Powertrain Technologies Conference". autonews.com. http://www.autonews.com/files/07_ane_ptc/speakers.html. Retrieved 2008-04-08. 

^ . http://www.doxford-engine.com/engines.htm. 

^ 2009 Volkswagen Jetta TDI Test Drive: Clean Diesel 50 MPG Meets Prius-Humbling Thrust - Popular Mechanics

^ (multistroke injection) See BMW 2009 Brochure for 3 series

External links

This animation explains the common rail's functioning

Categories: Diesel engines | Engine fuel system technologyHidden categories: All articles with unsourced statements | Articles with unsourced statements from June 2008
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ford ranger oil pressure problem?

1994 ranger 3.0 v6. was perfect and after recent oil change intermediate oil pressure loss at gauge and "clacety clacking at top of motor . bad filter, plugged screen, bad oil pump? no water in oil, no leaks all fluids fine but not getting to top of motor

There is very little clearance between the bottom of the oil pan and the pickup screen for the oil pump. Those engines are also prone to carbon build up under the intake, which sloughs off and winds up plugging up th pump screen.

You can save your engine if you remove the oil pan and at least replace the pump screen. It would be a good idea to also replace the pump.

Here are the details for a 2WD (4WD has to have motor pulled)

Disconnect battery ground cable.
Remove air cleaner assembly or air intake tube, then the fan shroud. Place shroud over fan.
Disconnect distributor cap with wires and position forward of dash panel. Remove distributor and cover bore opening.
Remove front engine mount to crossmember attaching nuts.
Remove engine oil dipstick tube, if necessary.
Raise and support vehicle.
Drain engine oil.
On models equipped with automatic transmission, remove transmission filler tube and plug pan hole.
On all models, remove oil filter, then disconnect exhaust pipes from exhaust manifolds, if necessary.
Disconnect oil cooler bracket and lower cooler, if equipped.
Remove starter motor.
On models equipped with automatic transmission, disconnect transmission oil cooler lines and position aside.
On all models, disconnect stabilizer bar or righthand axle beam (whichever applicable) and move forward.
Raise engine as high as possible using a suitable jack, then place wooden blocks between front engine mounts and crossmember. Lower engine to rest on wooden blocks and remove jack.
Remove oil pan attaching bolts and lower pan onto crossmember.
On all models, remove oil pan from vehicle.
Reverse procedure to install, using new oil pan gaskets.

Good Luck

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