ft og et dyser???

[Radial]

B230ET har forkoblingsmotstand den og... alle turbobiler med el-sprut på B230 har orginalt det.

[bjørn]

Sakset fra TPC:

 

 

Generellt är de spridare som sitter på Volvos motorer högohmiga, med ett viktigt undantag. De som sitter på rödblocksmotorer med turbo (B230ET/FT/FK) är lågohmiga.

 

Högohmiga:

 

-830, -831 och -968 (12 Ohm)

 

Volvo 740/760 B-230F/B-280E/F Bosch 0 280 150 734 Ljusbrun? 203cc/min 3 bar

Volvo 740 B230F Bosch 0 280 150 762 Gul 214 cc/3 bar

Volvo 740 GLT 16V Bosch 0 280 150 749 Ljusbrun 300cc/min 3 bar

Volvo 850 AWD T BOSCH 0 280 150 759 ? 229cc/min 3 bar

Volvo 850 R BOSCH 0 280 155 766 VIT 350cc/min 3 bar

Volvo 850 Turbo/T5 20V BOSCH 0 280 150 785 ORANGE 310cc/min 3.8 bar

Volvo T5 -99 BOSCH 0 280 155 766 VIT 350cc/min 3 bar

Volvo T5 99- BOSCH 0 280 155 830 BLÅ 391cc/min 3,8 bar

Volvo 2,4T/2,5T 00- BOSCH 0 280 155 831 BRUN 334cc/min 3,8 bar

Volvo T6 99- BOSCH 0 280 155 831 BRUN 334cc/min 3,8 bar

Volvo V70R 00, S60/V70 R 03- BOSCH 0 280 155 968 GRÖN 465cc/min 3,8 bar

 

SAAB 2,3 turbo BOSCH 0 280 150 431 RÖD 358cc 3 bar

 

Lågohmiga:

 

Volvo 740 turbo Bosch 0 280 150 335 Turkos 300cc/min 3 bar

Volvo 740 turbo Bosch 0 280 150 357 Turkos 300cc/min 3 bar

Volvo 760 turbo Bosch 0 280 150 355 Turkos 300cc/min 3 bar

Volvo 740/940 turbo Bosch 0 280 150 804 Turkos 337cc/min 3 bar

Volvo 780 B-280E Bosch 0 280 150 725 172cc/min 3 bar

 

 

Inpedansen för dessa är ännu inte framställt:

 

Bosch Motorsport (STYLE II)

B 280 412 911 800 cm3/min(77.2 LBS/HR) (2.5 bar)(36.3 PSI)

B 280 412 911 828 cm3/min(80.0 LBS/HR) (x.x bar)(XX.X PSI)

B 280 412 911 1120 cm3/min(108.1 LBS/HR) (5.0 bar)(72.5 PSI)

 

Bosch R-SPORT (STYLE II)

B 280 410 144 434 cm3/min(41.9 LBS/HR) (x.x bar)(XX.X PSI)

B 280 410 153 600 cm3/min(57.9 LBS/HR) (2.5 bar)(36.3 PSI)

B 280 410 153 800 cm3/min(77.2 LBS/HR) (5.0 bar)(72.5 PSI)

[bjørn]

Altså er det lavohms dyser på et/fk/ft - men det visste vi jo fordi det er formotstander på alle motorene.

[Radial]

fannt forresten en liten artikkel om "LAV og HØY-ohms"-dyser på nettet her... interessant for de som skjønner seg på elektronikk:)

 

Some of you may be wondering what the difference is between high and low impedance injectors. High impedance injectors are used with Saturated Drivers. Low impedance injectors are used with Peak and Hold Drivers or with Saturated drivers when used in conjuction with a ballast resistor (resistor box). The following, taken from SAE J1832 Nov 1989 - Gasoline Fuel Injector, defines each method and also lists the advantages and disadvantages to each.

 

SA

 

Injector Driver—An electronic circuit that supplies voltage pulses to an electromagnetic fuel injector for a precise increment of time and at a given repetition rate. The accuracy of these pulses and their repetition is

normally ±0.001 ms. The peak-hold driver and the saturated driver are most commonly used by the industry for vehicle applications.

 

PEAK-HOLD DRIVER—A driver that uses two levels of current to operate the injector. The driver circuit applies battery voltage to the injector until a predetermined current level is reached. The current is then reduced and held at a lower level for the duration of the PW. This type of driver is normally used with injectors having low resistance coils (typically around 2 ohm). The accuracy of the driver peak current level (Ip) and the hold current level (Ih) is held to ±0.50%.

 

Advantages—The high peak current minimizes OT response and the low hold current minimizes CT response. This method of control results in an increased linear range of injector operation.

 

Disadvantages—Heat is primarily dissipated at the driver. Circuitry is more complex than that of the saturated driver.

 

(For oss volvo folk med Bosch Jetronic)

SATURATED DRIVER—A power transistor driver that turns fully on for the entire duration of the injector PW. This type of driver is used with injectors having high resistance coils (typically 12 to 16 ohm) or with

injectors having low resistance coils in combination with a ballast resistor.

 

Advantages—Heat is primarily dissipated through the injector or ballast resistor and not at the driver circuit. Circuitry is simplified compared to the peak-hold driver.

 

Disadvantages—The inherently slower dynamic response of this system decreases the injector’s usable flow range. The Q of an injector used with this type of circuit is more duty cycle sensitive due to heat dissipation considerations. This driver’s inductive suppression, which may be resistance, capacitance or zener, significantly affects the injector’s Qd rates due to variations in the circuit’s current decay rate. This decay results in a change of the injector’s closing time.