More cylinder head work, helpful hints, pictures and a mountable jig fixture for perfect injector...
08-31-2008, 05:37 PM
#1
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Thread Starter
More cylinder head work, helpful hints, pictures and a mountable jig fixture for perfect injector...
<center><img src="http://pictureposter.audiworld.com/711/headport.jpg"></center><p>
First pic is a close-up of the reference bore from which all other bores were CC'd to identical liquid volume, ie; +/- 1 drop or 1/20 of a millilitre equal volume in all 6 cylinder head intake runners.
First pic is a close-up of the reference bore from which all other bores were CC'd to identical liquid volume, ie; +/- 1 drop or 1/20 of a millilitre equal volume in all 6 cylinder head intake runners.
08-31-2008, 05:53 PM
#2
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Thread Starter
Pic 2: RCE (Lucas) injector spray pattern vs OEM Bosch pattern...
<center><img src="http://pictureposter.audiworld.com/711/headport6.jpg"></center><p>
RCE injector on left/Bosch on right.
This is particularly important due to next picture in this thread.
RCE injector on left/Bosch on right.
This is particularly important due to next picture in this thread.
08-31-2008, 06:05 PM
#3
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Thread Starter
Pic 3; the built-in insurance policy Audi gave us to insure we could never make any power and use...
<center><img src="http://pictureposter.audiworld.com/711/headport1.jpg"></center><p>
TONS more fuel to make as little power as possible.
The red circles show the extreme restriction about 1" below the injector spray orifice. That tight "V-shaped" restriction is .375" at its widest point. Your OEM injector spray pattern is .616" wide at that point. Could explain why that spot is always clean and spotless every time you peer in that injector bung. Wide dispersion conical spray pattern of fuel hits that obstruction and due to it's angle deflects and splashes of that obstruction, ricochets to the runner wall 180* opposite (downward in pic) and becomes big sloppy drops of fuel that then are pulled into the combustion chambers in much the same size and pattern as rain falling down your windsheild.
This guarantees we use tons of fuel, have dispicable A/F mixtures in the combustion chambers at all times and struggle with making good power.
The RCE injectors are FAR superior to the OEM injector when it comes to threading this needle but best performance comes about with the old adage that "an ounce of prevention is worth a pound of cure"... that is to say GET RID OF THE PROBLEM!!
Getting rid of that problem is exactly where we're going next.
TONS more fuel to make as little power as possible.
The red circles show the extreme restriction about 1" below the injector spray orifice. That tight "V-shaped" restriction is .375" at its widest point. Your OEM injector spray pattern is .616" wide at that point. Could explain why that spot is always clean and spotless every time you peer in that injector bung. Wide dispersion conical spray pattern of fuel hits that obstruction and due to it's angle deflects and splashes of that obstruction, ricochets to the runner wall 180* opposite (downward in pic) and becomes big sloppy drops of fuel that then are pulled into the combustion chambers in much the same size and pattern as rain falling down your windsheild.
This guarantees we use tons of fuel, have dispicable A/F mixtures in the combustion chambers at all times and struggle with making good power.
The RCE injectors are FAR superior to the OEM injector when it comes to threading this needle but best performance comes about with the old adage that "an ounce of prevention is worth a pound of cure"... that is to say GET RID OF THE PROBLEM!!
Getting rid of that problem is exactly where we're going next.
08-31-2008, 06:22 PM
#4
AudiWorld Super User
Thread Starter
Pic 4: getting rid of the evil do-badder...
<center><img src="http://pictureposter.audiworld.com/711/headport2.jpg"></center><p>
In that past I've simply used my grinding tools to go at this kinda thing. But while doing it this time it dawned on me that by using the runner assembly I cut off a 12V IM I had the workings to make a very nice jig fixture that would allow me to get perfect alignment of the injector spray pattern to go where it was meant to go originally... directly at the back-side of the valve head.
By bolting this fixture to the cylinder head IM flanges using stock OEM bolts I could then turn a bushing up in the lathe that is a snug interference-fit into the injector bungs. Then by drilling an under-size bore thru the bushing then reaming it to .0005" over the diameter of the grinding tool shanks I would have a guide that when tapped into the injector bung would give me perfect alignment to the intake valve. The by using engine oil in that bushing I could then turn the grinding tools as fast as I wanted as like our cams they allow the precision ground bur shanks to ride on a film of oil within the bushing bore. This give me perfect alignment and all I have to do is move the grinder hand-piece up and down for a perfect spray pattern bore that as-planned does indeed aim the injector spray pattern DIRECTLY at the intake valve. By running the smaller diameter "flame tip" bur thru first opens the V-groove up and then a .500" diameter ball-nose bur can be used to open the bore up further. Then sanding drums and/or other polishing media can be used to smooth out any roughness left by the coarse aluminum-cutting carbide burs.
Of course I did all this before but by hand. Had I had this tool available I could've made a FAR faster, more acurate task. And when finished the bur and guide are tapped out of one injector bung and moved to the next as an assembled unit where the process is repeated. And this can be used with laps, hones, buffs, flapper wheels etc etc. When one cylinder bank is done just move the fixture assembly to the next cylinder bank and repeat the process.
In that past I've simply used my grinding tools to go at this kinda thing. But while doing it this time it dawned on me that by using the runner assembly I cut off a 12V IM I had the workings to make a very nice jig fixture that would allow me to get perfect alignment of the injector spray pattern to go where it was meant to go originally... directly at the back-side of the valve head.
By bolting this fixture to the cylinder head IM flanges using stock OEM bolts I could then turn a bushing up in the lathe that is a snug interference-fit into the injector bungs. Then by drilling an under-size bore thru the bushing then reaming it to .0005" over the diameter of the grinding tool shanks I would have a guide that when tapped into the injector bung would give me perfect alignment to the intake valve. The by using engine oil in that bushing I could then turn the grinding tools as fast as I wanted as like our cams they allow the precision ground bur shanks to ride on a film of oil within the bushing bore. This give me perfect alignment and all I have to do is move the grinder hand-piece up and down for a perfect spray pattern bore that as-planned does indeed aim the injector spray pattern DIRECTLY at the intake valve. By running the smaller diameter "flame tip" bur thru first opens the V-groove up and then a .500" diameter ball-nose bur can be used to open the bore up further. Then sanding drums and/or other polishing media can be used to smooth out any roughness left by the coarse aluminum-cutting carbide burs.
Of course I did all this before but by hand. Had I had this tool available I could've made a FAR faster, more acurate task. And when finished the bur and guide are tapped out of one injector bung and moved to the next as an assembled unit where the process is repeated. And this can be used with laps, hones, buffs, flapper wheels etc etc. When one cylinder bank is done just move the fixture assembly to the next cylinder bank and repeat the process.
08-31-2008, 06:25 PM
#5
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Thread Starter
Pic 5; Side view of the tools assembled and ready to be bolted to the head...
<center><img src="http://pictureposter.audiworld.com/711/headport3.jpg"></center><p>
08-31-2008, 06:30 PM
#7
AudiWorld Super User
Thread Starter
And last but not least, Pic 7: Injector alignment picture "thru-the-injector-bung"...
<center><img src="http://pictureposter.audiworld.com/711/headport5.jpg"></center><p>
This shows precisely where the injector spray pattern is aimed. Injector spray alignment just CANNOT get any better than this!!!
Important to note that this valve and all others had about 1/8" thick hard, granular, crystalline carbon build-up on the surface shown in this pic when IM was replaced. The addition of narrow cone RCE injector flow patterns and unshrouding the injector obstruction in the head intake runner and 5k miles of driving shows this intake valve today. There was no clean-up done on this valve for this pic. This is what all 6 of my intake valves look like today when I remove the IM.
Something is working very, Very, VERY right!!
This shows precisely where the injector spray pattern is aimed. Injector spray alignment just CANNOT get any better than this!!!
Important to note that this valve and all others had about 1/8" thick hard, granular, crystalline carbon build-up on the surface shown in this pic when IM was replaced. The addition of narrow cone RCE injector flow patterns and unshrouding the injector obstruction in the head intake runner and 5k miles of driving shows this intake valve today. There was no clean-up done on this valve for this pic. This is what all 6 of my intake valves look like today when I remove the IM.
Something is working very, Very, VERY right!!
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09-01-2008, 05:00 AM
#9
AudiWorld Super User
Thread Starter
Correct! As you can see from the pic inside...
<center><img src="http://pictureposter.audiworld.com/711/headport7.jpg"></center><p>
This is the cylinder head intake runner from one of my spare heads. As you can see by the red dot on the area I've removed from my heads that area is constantly cleaned by injector fuel spray bouncing off of the area inside the marks left by the old intake manifold gasket. That fuel spray is then deflected to the runner wall 180* opposite and indicated by the curved red line on bottom of intake port. Below the red line is dirty indicating it sees no fuel spray. Above the red line is clean indicating the spray pattern starts there and then is pulled into the combustion chamber via vacuum. The intake valve head back-side is covered with 1/8" thick carbon build-up indicating there's no fuel being sprayed directly on it that would otherwise keep it clean of carbon build-up.
When comparing this to my pic below of my cylinder head intake runner and it's intake valve you can see the benefit of both removing the restriction found in the cylinder head that are ground away on mine as well as the smaller, more focused spray pattern if the RCE injectors that via constant focused fuel being delivered to the back-side of the intake valve how much cleaner everything is in that area. Doesn't break my heart that you can feel it in the seat of your britches either!
The efficiency of a more focused and totally unrestricted injector fuel pattern allows fuel to go directly to the combustion chamber without having to be pulled down the runner walls. The velocity around the valve head can be close to 200 miles per hour insuring a focused stream of fuel aimed directly at the valve head can be pulled into the combustion chamber immediately and at INCREDIBLY high velocity insuring it's even more finely atomized after the valve closes and combustion occurs. This all plays into how I'm able to run a lower flow-rated injector with increased power and efficiency.
There's LOTS more to injectors than just their flow rate. If their pattern is all wrong for the application or if they aren't aimed correctly or if their fuel flow path is mostly obstructed it doesn't matter what injector you use... it'll always be horribly inefficient and totally WRONG! You've GOT to get the fuel to where the combustion is via the most well-aimed, finely atomized and unobstructed flow-path possible. And when done right intake valves stay shiney-spotless and you make MORE power with LESS fuel.
When running fuel efficiencies such as these you eliminate a LOT of things that Audi engines are known to require. A perfect example of this is the complete lack of fuel additives and treatments used to keep things clean in the upper combustion area. Why would I use those when my valves look like they do in the pic in the post below!?! When everything is done right there's no need for all that crap. The engine is internally self-cleaning! I mean everyone has seen my exhaust tips. Everyone has seen my intake valves. It's a safe bet to assume EVERYTHING between my intake valves and exhaust tips is virtually as clean without adding a myriad of caustic, volatile and expensive internal engine-cleaning products! Again... "an ounce of prevention is worth a pound of cure."
This is the cylinder head intake runner from one of my spare heads. As you can see by the red dot on the area I've removed from my heads that area is constantly cleaned by injector fuel spray bouncing off of the area inside the marks left by the old intake manifold gasket. That fuel spray is then deflected to the runner wall 180* opposite and indicated by the curved red line on bottom of intake port. Below the red line is dirty indicating it sees no fuel spray. Above the red line is clean indicating the spray pattern starts there and then is pulled into the combustion chamber via vacuum. The intake valve head back-side is covered with 1/8" thick carbon build-up indicating there's no fuel being sprayed directly on it that would otherwise keep it clean of carbon build-up.
When comparing this to my pic below of my cylinder head intake runner and it's intake valve you can see the benefit of both removing the restriction found in the cylinder head that are ground away on mine as well as the smaller, more focused spray pattern if the RCE injectors that via constant focused fuel being delivered to the back-side of the intake valve how much cleaner everything is in that area. Doesn't break my heart that you can feel it in the seat of your britches either!
The efficiency of a more focused and totally unrestricted injector fuel pattern allows fuel to go directly to the combustion chamber without having to be pulled down the runner walls. The velocity around the valve head can be close to 200 miles per hour insuring a focused stream of fuel aimed directly at the valve head can be pulled into the combustion chamber immediately and at INCREDIBLY high velocity insuring it's even more finely atomized after the valve closes and combustion occurs. This all plays into how I'm able to run a lower flow-rated injector with increased power and efficiency.
There's LOTS more to injectors than just their flow rate. If their pattern is all wrong for the application or if they aren't aimed correctly or if their fuel flow path is mostly obstructed it doesn't matter what injector you use... it'll always be horribly inefficient and totally WRONG! You've GOT to get the fuel to where the combustion is via the most well-aimed, finely atomized and unobstructed flow-path possible. And when done right intake valves stay shiney-spotless and you make MORE power with LESS fuel.
When running fuel efficiencies such as these you eliminate a LOT of things that Audi engines are known to require. A perfect example of this is the complete lack of fuel additives and treatments used to keep things clean in the upper combustion area. Why would I use those when my valves look like they do in the pic in the post below!?! When everything is done right there's no need for all that crap. The engine is internally self-cleaning! I mean everyone has seen my exhaust tips. Everyone has seen my intake valves. It's a safe bet to assume EVERYTHING between my intake valves and exhaust tips is virtually as clean without adding a myriad of caustic, volatile and expensive internal engine-cleaning products! Again... "an ounce of prevention is worth a pound of cure."
