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03.51 


When the long-awaited motorcycle owners injection berpasokan sweet fruit eventually . Especially with single cylinder motorcycle like Yamaha V - Ixion , Honda PCX , Kawasaki KLX250 or Honda Supra X 125 PGM - FI .

Unlimited Speedsparks Dynopiggy previously is still a beta version has now been completed . Piggyback with the ability not only as a programmable fuel controller and programmable ignition controller, but also able to shift ( reset ) Tachometer limiter like an ECU (engine control unit) stand alone .

Fun again , Speedsparks Unlimited Dynopiggy no longer the monopoly of Yamaha V - Ixion only, but can be applied to other injection motor .

After doing a lot of revisions to the predecessor version , Unlimited Speedsparks Dynopiggy now also have the ability to ' learn on their own ' (self- learning) . That is, is able to adjust the fuel injection mapping is automatically associated with the air-fuel ratio aka AFR (air fuel ratio ) .

How it works by comparing the acceleration time curve (time curve acceleration ) best recorded through a data logging facility . The best acceleration time was then chosen as the best injection mapping .

Self-learning method in Speedsparks Unlimited Dynopiggy a PNP solution to the problem of AFR that allows technicians and the owner of the motor . But of course require a technician or tuner who understand and are trained to use them .

" Just simply run several times on the highway , within about 5 minutes , Unlimited Speedsparks Dynopiggy can find your own optimum point for the fuel injection mapping ideal , " said Adrian again . ( otosport.co.id )

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15.56

Rudolph Diesel
Rudolph Diesel was born in Paris of Bavarian parents in 1858. As a budding mechanical engineer at the Technical University in Munich, he became fascinated by the 2nd law of thermodynamics and the maximum efficiency of a Carnot process and attempted to improve the existing thermal engines of the day on the basis of purely theoretical considerations. His first prototype engine was built in 1893, a year after he applied for his initial patent, but it wasn't until the third prototype was built in 1897 that theory was put into practice with the first 'Diesel' engine.
Diesel Cycle Operation
The Diesel cycle is the cycle used in the Diesel (compression-ignition) engine. In this cycle the heat is transferred to the working fluid at constant pressure. The process corresponds to the injection and burning of the fuel in the actual engine. The cycle in an internal combustion engine consists of induction, compression, power and exhaust strokes.
Run Diesel Cycle Animation
Induction Stroke
The induction stroke in a Diesel engine is used to draw in a new volume of charge air into the cylinder. As the power generated in an engine is dependent on the quantity of fuel burnt during combustion and that in turn is determined by the volume of air (oxygen) present, most diesel engines use turbochargers to force air into the cylinder during the induction stroke.
From a theoretical perspective, each of the strokes in the cycle complete at Top Dead Centre (TDC) or Bottom Dead Centre (BDC), but in practicality, in order to overcome mechanical valve delays and the inertia of the new charge air, and to take advantage of the momentum of the exhaust gases, each of the strokes invariably begin and end outside the 0, 180, 360, 540 and 720 (0) degree crank positions (see valve timing chart).
 
Compression Stroke
The compression stroke begins as the inlet valve closes and the piston is driven upwards in the cylinder bore by the momentum of the crankshaft and flywheel.
The purpose of the compression stroke in a Diesel engine is to raise the temperature of the charge air to the point where fuel injected into the cylinder spontaneously ignites. In this cycle, the separation of fuel from the charge air eliminates problems with auto-ignition and therefore allows Diesel engines to operate at much higher compression ratios than those currently in production with the Otto Cycle.
Compression Ignition
Compression ignition takes place when the fuel from the high pressure fuel injector spontaneously ignites in the cylinder.
In the theoretical cycle, fuel is injected at TDC, but as there is a finite time for the fuel to ignite (ignition lag) in practical engines, fuel is injected into the cylinder before the piston reaches TDC to ensure that maximum power can be achieved. This is synonymous with automatic spark ignition advance used in Otto cycle engines.
 
Power Stroke
The power stroke begins as the injected fuel spontaneously ignites with the air in the cylinder. As the rapidly burning mixture attempts to expand within the cylinder walls, it generates a high pressure which forces the piston down the cylinder bore. The linear motion of the piston is converted into rotary motion through the crankshaft. The rotational energy is imparted as momentum to the flywheel which not only provides power for the end use, but also overcomes the work of compression and mechanical losses incurred in the cycle (valve opening and closing, alternator, fuel injector pump, water pump, etc.).
Exhaust Stroke
The exhaust stroke is as critical to the smooth and efficient operation of the engine as that of induction. As the name suggests, it's the stroke during which the gases formed during combustion are ejected from the cylinder. This needs to be as complete a process as possible, as any remaining gases displace an equivalent volume of the new charge air and leads to a reduction in the maximum possible power.
 
Exhaust and Inlet Valve Overlap
Exhaust and inlet valve overlap is the transition between the exhaust and inlet strokes and is a practical necessity for the efficient running of any internal combustion engine. Given the constraints imposed by the operation of mechanical valves and the inertia of the air in the inlet manifold, it is necessary to begin opening the inlet valve before the piston reaches Top Dead Centre (TDC) on the exhaust stroke. Likewise, in order to effectively remove all of the combustion gases, the exhaust valve remains open until after TDC. Thus, there is a point in each full cycle when both exhaust and inlet valves are open. The number of degrees over which this occurs and the proportional split across TDC is very much dependent on the engine design and the speed at which it operates.

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15.47

A.    Latar Belakang
Makalah Sistem Bahan Bakar Diesel In-line membahas tentang sistem bahan bakar diesel in-line beserta cara pemeliharaan/servisnya. Tujuan dari makalah ini agar siswa memiliki subkompetensi yaitu memelihara/servis sistem dan komponen injeksi bahan bakar diesel. Materi makalah yang akan dipelajari meliputi : (1) prinsip kerja sistem injeksi bahan bakar diesel, (2) sistem dan komponen injeksi bahan bakar diesel yang perlu dipelihara/diservis, dan (3) langkah kerja pemeliharaan/servis sistem dan komponen injeksi bahan bakar diesel.
Makalah ini terdiri dari atas 3 kegiatan belajar. Kegiatan belajar 1 membahas tentang: prinsip kerja sistem injeksi bahan bakar diesel in-line. Kegiatan belajar 2 membahas tentang sistem dan komponen injeksi bahan bakar diesel, yaitu meliputi saringan bahan bakar, pompa injeksi, injector/pengabut, automatic timer, dan governor. Kegiatan belajar 3 membahas langkah kerja pemeliharaan/servis sistem dan komponen injeksi bahan bakar diesel in-line.
Setelah mempelajari makalah ini diharapkan dapat memahami prinsip kerja, sistem dan komponen injeksi bahan bakar diesel serta dapat melakukan pemeliharaan/ servis sistem dan komponen injeksi bahan bakar diesel in-line tersebut.


BAB II
PEMBAHASAN

A.    PRINSIP KERJA SISTEM BAHAN BAKAR DIESEL
Pada mesin diesel hanya udara bersih yang dihisap dan dikompresikan. Bahan bakar dan udara dicampur di dalam silinder dengan cara setelah udara dikompresikan, bahan bakar disemprotkan kedalam ruang bakar sehingga terjadi pembakaran. Persyaratan tekanan udara  kompresi 1,5-4 Mpa (15-40 bar) sehingga temperatur udara naik 700-900oc. Bahan bakar
harus dikabutkan halus, oleh pompa injeksi pada tekanan (100-250 bar).
Ada dua cara penyemprotan bahan bakar kedalam ruang bakar yaitu injeksi langsung
dimana injection nozzle menyemprotkan bahan bakar langsung keruang bakar utama (main
 combustion chamber) pada akhir langkah kompresi. Udara tertekan dan menerima pusaran
 cepat akibatnya suhu dan tekanannya naik bahan bakar cepat menguap dan menyala dengan
sendirinya setelah disemprotkan.
Cara menyemprotan yang kedua ialah injeksi tidak langsung dimana bahan bakar
disemprotkan oleh injection nozzle ke kamar depan (precombustion chamber). Udara yang
dikompresikan oleh torak memasuki kamar pusar dan membentuk aliran turbulensi ditempat
 bahan bakar yang diijeksikan. Tetapi sebagian bahan bakar yang belum terbakar akan
mengalir ke ruang bakar utama melalui saluran transfer untuk menyelesaikan pembakaran.
Pada sistem bahan bakar mesin diesel, feed pump menghisap bahan bakar dari tangki bahan
bakar. Bahan bakar disaring oleh fuel filter dan kandungan air yang terdapat pada bahan

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