Halderman ch019 lecture

© 2011 Pearson Education, Inc.All Rights Reserved

Automotive Technology, Fourth EditionJames Halderman

DIESEL ENGINE OPERATION AND

DIAGNOSIS

19

19 DIESEL ENGINE OPERATION AND DIAGNOSIS



ObjectivesObjectives• The student should be able to:

– Prepare for ASE Engine Performance (A8) certification test content area “C” (Fuel, Air Induction, and Exhaust Systems Diagnosis and Repair).

– Explain how a diesel engine works.– Describe the difference between direct

injection (DI) and indirect injection (IDI) diesel engines.




ObjectivesObjectives• The student should be able to:

– List the parts of the typical diesel engine fuel system.

– Explain how glow plugs work. – List the advantages and disadvantages of a

diesel engine.




DIESEL ENGINESDIESEL ENGINES




Diesel EnginesDiesel Engines• Fundamentals

– Rudolf Diesel perfected the compression ignition engine in 1892

– Heat created by compression ignites the fuel





– Requires compression ratios of 16:1 and higher

– Heat of compression: incoming air is compressed until its temperature reaches about 1,000 ｡ F (540 ｡ C)





– Fuel is injected into the cylinder and ignited by hot air

– Fuel produces power as it burns





– Heavier and stronger than the same size gasoline-powered engine

– Fuel system with a precision injection pump and individual fuel injectors





– Pump delivers fuel to injectors at a high pressure and at timed intervals





– Each injector sprays fuel into the combustion chamber at the precise moment required for efficient combustion




Figure 19-1 Diesel combustion occurs when fuel is injected into the hot, highly compressed air in the cylinder.




Figure 19-2 A typical injector pump type of automotive diesel fuel–injection system.




Diesel EnginesDiesel Engines• Advantages and Disadvantages

– Advantages include:• More torque output• Greater fuel economy• Long service life





– Disadvantages include:• Engine noise• Exhaust smell• Cold weather startability





– Disadvantages include:• Vacuum pump • Heavier than a gasoline engine





– Disadvantages include:• Fuel availability• Extra cost compared to a gasoline engine




Diesel EnginesDiesel Engines• Construction

– Constructed heavier than gasoline engines because of the tremendous pressures that are created in the cylinders during operation




Diesel EnginesDiesel Engines• Construction

– Torque output is often double or more than the same size gasoline-powered engines




Chart 19-1 Comparison between a typical gasoline and a diesel engine.




Figure 19-3 A Cummins diesel engine as found in a Dodge pickup truck. A high-pressure pump (up to 30,000 PSI) is used to supply diesel fuel to this common rail, which has tubes running to each injector. Note the thick cylinder walls and heavy-duty construction.




Figure 19-4 A rod/piston assembly from a 5.9 liter Cummins diesel engine used in a Dodge pickup truck.




Diesel EnginesDiesel Engines• Air-Fuel Ratios

– Air-fuel mixture of a diesel can vary from as lean as 85:1 at idle to as rich as 20:1 at full load





– Higher air-fuel ratio and the increased compression pressures make the diesel more fuel efficient than a gasoline engine





– Speed and power are not controlled by the amount of air entering the cylinders, so the engine always has enough oxygen to burn the fuel in the cylinder and will increase speed (and power) when additional fuel is supplied




Diesel EnginesDiesel Engines• NOTE: Many newer diesel engines are

equipped with a throttle valve. This valve is used by the emission control system and is not designed to control the speed of the engine.




Diesel EnginesDiesel Engines• Indirect and Direct Injection

– Indirect injection (abbreviated IDI) diesel engine

• Fuel is injected into a small prechamber connected to the cylinder






• Initial combustion takes place in the prechamber






• Slowed rate of combustion tends to reduce noise





– Direct injection (abbreviated DI) diesel engine

• Fuel is injected directly into the cylinder






• The piston incorporates a depression where initial combustion takes place






• Generally more efficient than indirect injection engines






• Tend to produce greater amounts of noise




Figure 19-5 An indirect injection diesel engine uses a prechamber and a glow plug.




Figure 19-6 A direct injection diesel engine injects the fuel directly into the combustion chamber. Many designs do not use a glow plug.




Diesel EnginesDiesel Engines• Diesel Fuel Ignition

– Fuel is injected into the air charge heated by compression to a temperature greater than the ignition point of the fuel or about 1,000°F (538°C)





– Expanded gases force the piston to rotate the crankshaft





– A four-stroke diesel engine requires two rotations of the crankshaft to complete one cycle




THREE PHASESTHREE PHASESOF COMBUSTIONOF COMBUSTION




Three Phases of CombustionThree Phases of Combustion• Ignition delay• Rapid combustion• Controlled combustion




FUEL TANKFUEL TANKAND LIFT PUMPAND LIFT PUMP




Fuel Tank and Lift PumpFuel Tank and Lift Pump• Parts Involved

– Fuel tank on a vehicle with a diesel engine differs from gasoline engine in the following ways:

• Filler neck is larger for diesel fuel






• Nozzle size is 15/16 in. (24 mm) instead of 13/16 in. (21 mm) for gasoline filler necks






• No evaporative emission control devices or a charcoal (carbon) canister






• Diesel fuel is not as volatile as gasoline






• Diesel vehicles do not have evaporative emission control devices





– Diesel fuel is usually drawn from the fuel tank by a lift pump

– Lift pump delivers fuel to the injection pump





– Between the fuel tank and the lift pump is a water-fuel separator





– Float inside the separator is connected to a warning light on the dash that lights if the water level is too high

– Separator is often part of the fuel filter assembly




Fuel Tank and Lift PumpFuel Tank and Lift Pump• NOTE: Water can cause corrosive

damage and wear to diesel engine parts because it is not a good lubricant. Water cannot be atomized by a diesel fuel injector nozzle and will often “blow out” the nozzle tip.




Figure 19-7 A fuel temperature sensor is being tested using an ice bath.




INJECTION PUMPINJECTION PUMP




Injection PumpInjection Pump• Need for High-Pressure Fuel Pump

– Injection pump used to increase pressure of the fuel

– Lift pump is a low-pressure, high-volume pump





– High-pressure injection pump is a high-pressure, low-volume pump

– Injection pumps are usually driven by a gear off the camshaft at front of engine





– Fuel is fed from fill port to high-pressure chamber

– If distributor type injection pump is used, fuel is forced out of the injection port to the injector nozzle through the high-pressure line




Injection PumpInjection Pump• NOTE: Because of the very tight

tolerances in a diesel engine, the smallest amount of dirt can cause excessive damage to the engine and to the fuel-injection system.




Figure 19-8 A typical distributor-type diesel injection pump showing the pump, lines, and fuel filter.




Injection PumpInjection Pump• Distributer Injection Pump

– High-pressure pump assembly with lines leading to each individual injector





– High-pressure lines between distributor and injectors must be the exact same length





– High-pressure fuel causes injectors to open– The injection pump itself creates the

injection advance needed for engine speeds above idle, then the fuel is discharged into the lines




Injection PumpInjection Pump• NOTE: The lines expand some during an

injection event. This is how timing checks are performed. The pulsing of the injector line is picked up by a probe used to detect the injection event similar to a timing light used to detect a spark on a gasoline engine.




Figure 19-9 A schematic of Standadyne diesel fuel–injection pump assembly showing all of the related components.




Injection PumpInjection Pump• High-Pressure Common Rail (HPCR)

– Diesel fuel under high pressure is applied to the injectors




Injection PumpInjection Pump• High-Pressure Common Rail (HPCR)

– Injectors are opened by a computer controlled solenoid

– Combustion process can be precisely controlled to provide maximum engine efficiency with the lowest possible noise and exhaust emissions




Figure 19-10 Overview of a computer-controlled high-pressure common rail V-8 diesel engine.




HEUI SYSTEMHEUI SYSTEM




Heui SystemHeui System• Principles of Operation

– Ford 7.3 and 6.0 liter (and Navistar) diesels use a hydraulic electronic unit injection (HEUI) system





– Components include:• High-pressure engine oil pump and reservoir





– Components include:• Pressure regulator for the engine oil





– Components include:• Passages in the cylinder head for flow of fuel

to the injectors




Heui System Heui System • Operation

– The system functions as follows:• Fuel is drawn from the tank by the tandem

fuel pump and circulated at low pressure through the fuel filter/water separator/fuel heater bowl, then directed back to the fuel pump where fuel is pumped at high pressure into the cylinder head fuel galleries





– The system functions as follows:• Injectors hydraulically actuated by engine oil

pressure from the high-pressure oil pump are fired by the powertrain control module (PCM). The PCM is the control system for the fuel injectors and the injectors are fired based on sensor inputs received by the PCM.




Figure 19-11 A HEUI injector from a Ford PowerStroke diesel engine. The O-ring grooves indicate the location of the O-rings that seal the fuel section of the injector from coolant and from the engine oil.





– Five O-rings keep fuel and oil from mixing or escaping

– Three external O-rings should be replaced if they fail





– Injectors must be replaced if the two internal O-rings fail





– The most common symptoms of injector O-ring trouble include:

• Oil getting in the fuel• Fuel filter element turning black






• Long cranking times before starting• Sluggish performance






• Reduction in power• Increased oil consumption




DIESEL INJECTOR DIESEL INJECTOR NOZZLESNOZZLES




Diesel Injector NozzlesDiesel Injector Nozzles• Parts Involved

– Parts of a diesel injector nozzle include:• Heat shield• Injector body




Diesel Injector NozzlesDiesel Injector Nozzles• Parts Involved

– Parts of a diesel injector nozzle include:• Diesel injector needle valve• Injector pressure chamber




Diesel Injector NozzlesDiesel Injector Nozzles• Diesel Injector Nozzle Operation

– Electric solenoid on the nozzle is computer controlled and opens to allow fuel to flow into the injector pressure chamber





– Fuel flows down a fuel passage in the injector body and into the pressure chamber





– High fuel pressure forces the needle valve upward, compressing the needle valve return spring and forcing the needle valve open





– Fuel is discharged into the combustion chamber in a hollow cone spray pattern

– Fuel that leaks past the needle valve returns to the fuel tank




Figure 19-12 Typical computer-controlled diesel engine fuel injectors.




Figure 19-13 A Duramax injector showing all the internal parts.




GLOW PLUGSGLOW PLUGS




Glow PlugsGlow Plugs• Purpose and Function

– Heating element that uses 12 volts from the battery and aids in the starting of a cold engine by providing heat to help the fuel to ignite




Figure 19-14 A glow plug assortment showing the various types and sizes of glow plugs used. Always use the specified glow plugs.




Glow PlugsGlow Plugs• Operation

– Glow plugs are controlled by the powertrain control module

– Glow plugs are turned on or pulsed on or off depending on engine temperature





– The PCM keeps the glow plug turned on after the engine starts, to reduce white exhaust smoke and to improve idle quality after starting





– “Wait to start” lamp (if equipped) will light when the engine and the outside temperatures are low to allow time for the glow plugs to get hot




Figure 19-15 A schematic of a typical glow plug circuit. Notice that the glow plug relay and intake air heater relay are both computer controlled.




Glow PlugsGlow Plugs• Heated Inlet Air

– Some diesel engines use an electrical heater wire to warm the intake air to help in cold weather starting and running

?




Figure 19-16 A wire-wound electric heater is used to warm the intake air on some diesel engines.




ENGINE-DRIVENENGINE-DRIVENVACUUM PUMPVACUUM PUMP




Engine-Driven Vacuum PumpEngine-Driven Vacuum Pump• Most diesels in cars and light trucks are

equipped with an engine-driven vacuum pump to supply the vacuum components such as:– Exhaust gas recirculation (EGR) valve




Engine-Driven Vacuum PumpEngine-Driven Vacuum Pump• Most diesels in cars and light trucks are

equipped with an engine-driven vacuum pump to supply the vacuum components such as:– Heating and ventilation blend– Air doors




DIESEL FUEL HEATERSDIESEL FUEL HEATERS




Diesel Fuel HeatersDiesel Fuel Heaters• Help prevent power loss and stalling in

cold weather• Placed in the fuel line between the tank

and the primary filter




ACCELERATOR PEDALACCELERATOR PEDALPOSITION SENSORPOSITION SENSOR




Accelerator Pedal Position Sensor Accelerator Pedal Position Sensor • A throttle-by-wire system uses an

accelerator pedal position (APP) sensor• To ensure safety, it consists of three

separate sensors that change in voltage as the accelerator pedal is depressed




Accelerator Pedal Position Sensor Accelerator Pedal Position Sensor • Voltage output of each sensor is

compared to a standard voltage to check for errors

• Engine and vehicle speeds are often reduced if errors are found




Figure 19-17 A typical accelerator pedal position (APP) sensor uses three different sensors in one package with each creating a different voltage as the accelerator is moved.




DIESEL ENGINEDIESEL ENGINETURBOCHARGERSTURBOCHARGERS




Diesel Engine TurbochargersDiesel Engine Turbochargers• Turbocharged Diesels

– Greatly increases engine power – The turbine wheel spins as exhaust gas

flows out of the engine and drives the turbine blades




Diesel Engine TurbochargersDiesel Engine Turbochargers• Turbocharged Diesels

– The turbine spins the compressor wheel at the opposite end of the turbine shaft, pumping air into the intake system




Figure 19-18 A Cummins diesel turbocharger is used to increase the power and torque of the engine.




Diesel Engine TurbochargersDiesel Engine Turbochargers• Air Charge Cooler

– Cools compressed air to further raise the air density

– More power can be produced by the engine




Figure 19-19 An air charge cooler is used to cool the compressed air.




Diesel Engine TurbochargersDiesel Engine Turbochargers• Variable Turbocharger

– Used for boost control– Boost pressure is controlled independent of

engine speed and a wastegate is not needed





– Adjustable vanes– Vane position control solenoid valve

advances the unison ring’s relationship to the turbine and thereby articulate the vanes





– Solenoid actuates a spool valve that applies oil pressure to either side of a piston





– Oil flow has three modes:• Apply moves the vanes toward a closed

position





– Oil flow has three modes:• Hold maintains the vanes in a fixed position





– Oil flow has three modes:• Release moves the vanes toward the open

position




Figure 19-20 A variable vane turbocharger allows the boost to be controlled without the need of a wastegate.




EXHAUST GASEXHAUST GASRECIRCULATIONRECIRCULATION




Exhaust Gas RecirculationExhaust Gas Recirculation• The EGR system recycles exhaust gas

back into the intake stream to cool combustion

• Oxides of nitrogen (NOx) emissions are reduced




Exhaust Gas RecirculationExhaust Gas Recirculation• The EGR System includes:

– Plumbing that carries exhaust gas from the turbocharger exhaust inlet to the intake ports




Exhaust Gas RecirculationExhaust Gas Recirculation• The EGR System includes:

– EGR control valve– Stainless steel cooling element used to cool

the exhaust gases




Exhaust Gas RecirculationExhaust Gas Recirculation• The EGR valve is PCM controlled and

often uses a DC stepper motor and worm gear to move the valve stem open

• Return spring force closes the valve




Exhaust Gas RecirculationExhaust Gas Recirculation• EGR valve and sensor assembly is a

five-wire design




Figure 19-21 A cutaway showing the exhaust cooler. The cooler the exhaust is, the more effective it is in controlling NOx emissions.




DIESEL PARTICULATEDIESEL PARTICULATEMATTERMATTER




Diesel Particulate Matter Diesel Particulate Matter • Particulate Matter Standards

– Particulate matter (PM) is also called soot– Tiny particles of solid or semisolid material

in the atmosphere




Diesel Particulate Matter Diesel Particulate Matter • Particulate Matter Standards

– Particulates are generally categorized as follows:

• Total suspended particulate (TSP)• PM10, PM2.5

?




Figure 19-22 Relative size of particulate matter to a human hair.




Diesel Particulate Matter Diesel Particulate Matter • Soot Categories

– Fine– Ultrafine




DIESEL OXIDATIONDIESEL OXIDATIONCATALYSTCATALYST




Diesel Oxidation CatalystDiesel Oxidation Catalyst• Purpose and Function

– Used in all light-duty diesel engines since 2007

– Main function of the Diesel Oxidation Catalyst (DOC) is to start a regeneration event by converting the fuel-rich exhaust gases to heat





– The DOC also reduces:• Carbon monoxide (CO)• Hydrocarbons (HC)





– The DOC also reduces:• Odor-causing compounds such as aldehydes

and sulfur




Figure 19-23 Chemical reaction within the DOC.




DIESEL EXHAUSTDIESEL EXHAUSTPARTICULATE FILTERPARTICULATE FILTER




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• Purpose and Function

– Used in all light-duty diesel vehicles since 2007 to meet the exhaust emissions standards




Figure 19-24 Aftertreatment of diesel exhaust is handled by the DOC and DPF.




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• Operation

– Soot particulates in the gas are trapped on the Diesel Exhaust Particulate Filter (DPF) channel walls

– Filter must be purged to remove soot particles (regeneration)




Figure 19-25 The soot is trapped in the passages of the DPF. The exhaust has to flow through the sides of the trap and exit.




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• Exhaust Gas Temperature Settings

– Two exhaust gas temperature sensors are used to help the PCM control the DPF

• EGT sensor 1 and EGT sensor 2




Figure 19-26 EGT 1 and EGT 2 are used by the PCM to help control after treatment.




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• DPF Differential Pressure Sensor

– Two pressure sample lines:• One is attached before the DPF





– Two pressure sample lines:• The other is located after the DPF





– The exact location varies by type of vehicle




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• Diesel Particulate Filter Regeneration

– Several factors can trigger the diesel PCM to perform regeneration, including:

• Distance since last DPF regeneration






• Fuel used since last DPF regeneration






• Engine run time since last DPF regeneration






• Exhaust differential pressure across the DPF




Diesel Exhaust Particulate Filter Diesel Exhaust Particulate Filter • DPF Regeneration Process

– PCM controls that impact DPF regeneration include late post injections, engine speed, and adjusting fuel pressure





– Late post injection pulses provide the engine with additional fuel to be oxidized in the DOC

?





– The intake air valve acts as a restrictor that reduces air entry to the engine





– The intake air heater may also be activated to warm intake air during regeneration




Figure 19-27 Regeneration burns the soot and renews the DPF.




Diesel Exhaust Particulate Filter Diesel Exhaust Particulate Filter • Types of DPF Regeneration

– Passive regeneration– Active regeneration

?




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• Ash Loading

– Ash is a noncombustible by-product from normal oil consumption

– Ash accumulation causes a restriction in the particulate filter




Diesel Exhaust Particulate FilterDiesel Exhaust Particulate Filter• Ash Loading

– The DPF will need to be removed and cleaned or replaced

– Low ash content engine oil (API CJ-4) is required for vehicles with the DPF system




SELECTIVE CATALYTICSELECTIVE CATALYTICREDUCTIONREDUCTION




Selective Catalytic ReductionSelective Catalytic Reduction• Purpose and Function

– Method used to reduce NOx emissions– Selective Catalytic Reduction (SCR) system

uses a urea (nitrogen fertilizer)





– Urea is called diesel exhaust fluid (DEF) in North America and AdBlue in Europe




Figure 19-30 Diesel exhaust fluid costs $3 to $4 a gallon and is housed in a separate container that holds from 5 to 10 gallons, or enough to last until the next scheduled oil change in most diesel vehicles that use SCR.





– Chemical reaction converts nitrogen oxides (NOx) into nitrogen (N2) and water (H2O)





– Urea storage tank needs to be refilled at each scheduled oil change or every 7,500 miles (12,000 km)




Figure 19-31 Urea (diesel exhaust fluid) injection is used to reduce NOx exhaust emissions. It is injected after the diesel oxidation catalyst (DOC) and before the diesel particulate filter (DPF) on this 6.7 liter Ford diesel engine.




Selective Catalytic ReductionSelective Catalytic Reduction• Advantages of SCR

– Potential higher engine power output for the same size engine

– Reduced NOx emissions up to 90%




Selective Catalytic ReductionSelective Catalytic Reduction• Advantages of SCR

– Reduced HC and CO emissions up to 50%– Reduced particulate matter (PM) by 50%




Selective Catalytic ReductionSelective Catalytic Reduction• Disadvantages of SCR

– Onboard storage tank required for the urea– Difficult to find local sources of urea




Selective Catalytic ReductionSelective Catalytic Reduction• Disadvantages of SCR

– Increased costs to the vehicle owner due to having to refill the urea storage tank




DIESEL EXHAUSTDIESEL EXHAUSTSMOKE DIAGNOSISSMOKE DIAGNOSIS




Diesel Exhaust Smoke DiagnosisDiesel Exhaust Smoke Diagnosis• Black Smoke

– Caused by incomplete combustion– Items that should be checked include the

following:• Fuel specific gravity (API gravity)





– Items that should be checked include the following:

• Injector balance test to locate faulty injectors using a scan tool






• Proper operation of the engine coolant temperature (ECT) sensor






• Proper operation of the fuel rail pressure (FRP) sensor






• Restrictions in the intake or turbocharger• Engine oil usage




Diesel Exhaust Smoke DiagnosisDiesel Exhaust Smoke Diagnosis• White Smoke

– Occurs most often during cold engine starts– The most common causes of white exhaust

smoke include:• Inoperative glow plugs





– The most common causes of white exhaust smoke include:

• Low engine compression






• Incorrect injector spray pattern






• Coolant leak into the combustion chamber




Diesel Exhaust Smoke DiagnosisDiesel Exhaust Smoke Diagnosis• Gray or Blue Smoke

– Blue exhaust smoke is usually due to oil consumption caused by worn piston rings, scored cylinder walls, or defective valve stem seals




Diesel Exhaust Smoke DiagnosisDiesel Exhaust Smoke Diagnosis• Gray or Blue Smoke

– Gray or blue smoke can also be caused by a defective injector(s)




DIESEL PERFORMANCEDIESEL PERFORMANCEDIAGNOSISDIAGNOSIS




Diesel Performance DiagnosisDiesel Performance Diagnosis• Diesel engines can be diagnosed using

a scan tool in most cases• Common faults include:

– Hard starting




Diesel Performance DiagnosisDiesel Performance Diagnosis• Common faults include:

– No start– Extended cranking – Low power




Diesel Performance DiagnosisDiesel Performance Diagnosis• Using a scan tool, check the sensor

values in Chart 19-2 to help find the source of the problem




Chart 19-2 The values can be obtained by using a scan tool and basic test equipment. Always follow the vehicle manufacturer’s recommended procedures.




Chart 19-2 (continued) The values can be obtained by using a scan tool and basic test equipment. Always follow the vehicle manufacturer’s recommended procedures.




Figure 19-32 A pressure gauge checking the fuel pressure from the lift pump on a Cummins 6.7 liter diesel.




COMPRESSION COMPRESSION TESTINGTESTING




Compression TestingCompression Testing• Used to determine the mechanical

condition of a diesel engine• Testing includes the following:

– Remove the glow plug (if equipped) or the injector




Compression TestingCompression Testing• Testing includes the following:

– Use a diesel compression gauge• A diesel engine should produce at least

300 PSI (2,068 kPa) of compression pressure




Compression TestingCompression Testing• Cylinders should be within 50 PSI (345

kPa) of each other




Figure 19-33 A compression gauge that is designed for the higher compression rate of a diesel engine should be used when checking the compression.




GLOW PLUG GLOW PLUG RESISTANCERESISTANCE

BALANCE TESTBALANCE TEST




Glow Plug Resistance Balance TestGlow Plug Resistance Balance Test• To test for even cylinder balance using

glow plug resistance, perform the following on a warm engine– Unplug, measure, and record the resistance

of all glow plugs





glow plug resistance, perform the following on a warm engine– With the wires still removed from the glow

plugs, start the engine





glow plug resistance, perform the following on a warm engine– Allow the engine to run for several minutes





glow plug resistance, perform the following on a warm engine– Measure the plugs and record the

resistance of all glow plugs





glow plug resistance, perform the following on a warm engine– Another test is to measure exhaust

manifold temperature at each exhaust port using an infrared thermometer or a pyrometer




INJECTOR POP TESTINGINJECTOR POP TESTING




Injector Pop TestingInjector Pop Testing• To test for even cylinder balance using

glow plug resistance, perform the following on a warm engine– Pop tester - device used for checking a

diesel injector nozzle for proper spray pattern





glow plug resistance, perform the following on a warm engine– Spray pattern should be a hollow cone, but

can vary





glow plug resistance, perform the following on a warm engine– Test nozzle for leakage





glow plug resistance, perform the following on a warm engine– Cleaning, repairing, or replacing the

injector nozzle may be necessary




Figure 19-34 A typical pop tester used to check the spray pattern of a diesel engine injector.




Figure 19-35 The letters on the side of this injector on a Cummins 6.7 liter diesel indicate the calibration number for the injector.




DIESEL EMISSION DIESEL EMISSION TESTINGTESTING




Diesel Emissions TestingDiesel Emissions Testing• Opacity Test

– Most common test– Opacity means the percentage of light that

is blocked by the exhaust smoke





– Opacity means the percentage of light that is blocked by the exhaust smoke

• 0% opacity - exhaust has no visible smoke and does not block light from a beam projected through the exhaust smoke






• 100% opacity - exhaust is so dark that it completely blocks light from a beam projected through the exhaust smoke






• 50% opacity - exhaust blocks half of the light from a beam projected through the exhaust smoke




Chart 19-3 An opacity test is sometimes used during a state emission test on diesel engines.




Diesel Emissions TestingDiesel Emissions Testing• Snap Acceleration Test

– Vehicle is held stationary– Wheel chocks are in place





– Brakes released– Engine rapidly accelerated to high idle with

transmission in neutral





– Conducted a minimum of six times – Three most consistent measurements are

averaged for final score




Diesel Emissions TestingDiesel Emissions Testing• Rolling Acceleration Test

– Manual transmission vehicles– Rapidly accelerated in low gear from an

idle speed to a maximum governed RPM




Diesel Emissions TestingDiesel Emissions Testing• Stall Acceleration

– Automatic transmission vehicles held stationary

– Parking and service brakes applied




Diesel Emissions TestingDiesel Emissions Testing• Stall Acceleration

– Transmission in "drive"– Accelerator pressed and held momentarily

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Halderman ch019 lecture