Why did the 1.8 engines have L-jet? |
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Why did the 1.8 engines have L-jet? |
VaccaRabite |
May 31 2024, 08:05 AM
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#1
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En Garde! Group: Admin Posts: 13,571 Joined: 15-December 03 From: Dallastown, PA Member No.: 1,435 Region Association: MidAtlantic Region |
Has there ever been a reason Porsche/VW speced L-jet injection for the 1.8 engines instead of D-jet like the 1.7 and 2.0 engines used?
Usually when manufactures do this there are financial reasons for the change. Either they have the same engine on other vehicles they produce, or its just cheaper to use whatever part is being used. But Porsche didn't use the T4 motor on other cars at the time. And if it was cheaper, they would have done away with Djet on the 1.7 and 2.0. I don't think VW was using l-let at the time for the bus... but maybe? There has to be a reason that Porsche wanted Ljet on the 1.8. Zach |
technicalninja |
Jun 7 2024, 07:34 AM
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#2
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Senior Member Group: Members Posts: 1,948 Joined: 31-January 23 From: Granbury Texas Member No.: 27,135 Region Association: Southwest Region |
Those are resistors, not capacitors.
Capacitors are an "electron storage ballon" that can discharge the entire amount stored in a microsecond. A CDI ignition does not charge the coil slowly and then drop is like the original inductance ignition. Coils will create the secondary charge when the magnetic field inside the coil "changes rapidly". An inductance system charges slowly and drop to ground FAST creating the spark. Capacitive discharge does the opposite. Nail the coil with a huge amount of voltage and generates the spark on the CREATION of the magnetic field. An MSD "multi-spark discharge" hit the coil with cascading capacitors (multiple in series) and creates 3-6 individual sparks for each combustion event. The number of strikes decreases as RPM goes up. Most are down to a single strike at redline. I'm sure windforfun or Superhawk may have a better analogy/more info |
wonkipop |
Jun 7 2024, 04:30 PM
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#3
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Advanced Member Group: Members Posts: 4,658 Joined: 6-May 20 From: north antarctica Member No.: 24,231 Region Association: NineFourteenerVille |
Those are resistors, not capacitors. Capacitors are an "electron storage ballon" that can discharge the entire amount stored in a microsecond. A CDI ignition does not charge the coil slowly and then drop is like the original inductance ignition. Coils will create the secondary charge when the magnetic field inside the coil "changes rapidly". An inductance system charges slowly and drop to ground FAST creating the spark. Capacitive discharge does the opposite. Nail the coil with a huge amount of voltage and generates the spark on the CREATION of the magnetic field. An MSD "multi-spark discharge" hit the coil with cascading capacitors (multiple in series) and creates 3-6 individual sparks for each combustion event. The number of strikes decreases as RPM goes up. Most are down to a single strike at redline. I'm sure windforfun or Superhawk may have a better analogy/more info yes i didn't think our harmless 1.8s had it. but it sounds like porsche were out to get as much as they could from the last of the 2.0s in the 912E. ------- the other thing about those 76 2.0 914s is the 49 state cars would have been able to escape having cats and not complying with USEPA standards for 76 as well. which they appear to do as there are stickers in the doors saying non-catalyst. they would have been able to be repeats of the 75s. also 49 state did not have egr. theoretically they could have made 76 2.0 L for the whole model year (another 6 months) if they had production line space as the 49 state car for 76 would have been as per the 75 california car. it would only have been the california car that might have given them problems and needed to be perhaps a little like the 912E engine with L jet etc. i like your story of the deadly dead camera @technicalninja . (IMG:style_emoticons/default/biggrin.gif) |
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