I'd imagine your best bet would be an engine where the basic block has been developed as a CR later in life and fit it complete, but TBH, not worth the effort.
I'd imagine your best bet would be an engine where the basic block has been developed as a CR later in life and fit it complete, but TBH, not worth the effort.
"If you can mount the hardware".
No. With most modern engines the ECU can't be used standalone, due to complex immobilisers, etc. It might insist the original instruments are present and maybe other computers like the ABS one. Making it more difficult to fit a complete engine and injection to a vehicle it wasn't designed for.
This ECU gets round that problem by working with just the engine. At a cost.
No. You'd need to do that yourself, and thus have an indepth knowledge of hardware, sizing and mounting it to the engine properly.
Given the level of technology and precision of CR systems, they are definitely not for the casual player. Therefore an ECU to run the show comes in at that level of pricing.
I'd guess the ECU also comes fully mapped for the particular engine. So adding common rail to an engine which didn't already have it would almost certainly require a specific map for it. Which may not be a DIY task.
If it were possible (easy) to do a universal one, I'd guess MegaSquirt would have already done it.
And the hardwares a lot less trivial.
Some interesting answers to my original post. Today I decided to scrap another 1800 tdci ford because the pump failed and debris seems to have damaged the injectors. We've had our money's worth at 192k miles but otherwise its still a reasonable drive. If it were newer I'd try and source an engine from a write off.
So next questions:
How much power does a common rail pump consume? Does it just pressurise the rail and then stop pumping until there is a demand or does the ECU control the pump? Is the pump "timed".
AJH
I'd imagine the ECU controls the fuel pressure via PWM to the pump. That's what some modern petrol engines do too.
Perhaps you should be talking to someone like these guys:
Don't know, but given the pressures involved it will be non-trivial. Distributor pumps consume power as well.
Arrangements will vary. I think the Fiat group systems (actually Bosch) pump continuosly and surplus fuel is returned to the tank. An inlet control valve is used to reduce the amount of fuel sent to the pump according to demand.
No.
Have a look at this
which links to this
I think most do - which is why there's frequently a fuel cooler under the back end, often quite vulnerable-looking, since pressurising to those kinds of pressures is going to raise the temperature substantially.
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