Poor, poor mixer like a drop of Russian fuel kills horse Japanese progress What should I do? With the new car is clear. If the firm has officially decided to provide new technology to Russia (or specifically in Siberia), and hence knows what is coming and will be responsible for his "behavior". And what about the Japanese second hand? .. Mitsubishi Chariot GDI is beautiful smart, but not predictable, "Steam no-ka-Coy dust does not like: the car, my brother is - a young lady ... She is no good - more than opening the machine will not go ..." This phrase from the novel by Andrei Platonov. This distinctive wisdom taught old locomotive engineer of his student. That was the beginning of 20 century, when technological progress by leaps and bounds walked by Russia. Now the beginning of 21 century, the last steam locomotives rot on the siding, and people ride in cars that are more complicated than the engine will be. And because some regularity - the farther we are from the works of Stephenson, the more urgent the words of the old driver. In any case, modern Hightec-cars from Japan so ambitious in its structure that may completely refuse to go just because of one speck of dust in gasoline. First and foremost, it concerns cars with engines with direct injection powered by sverhobednennoy mixture. And much petrol we have is such that does not fit on the car ride, and return to the steam-powered. Needless to say, worst predictions come true Irkutsk servismenov - Japanese know-how, penetrating recently with the Far Eastern markets, right-hand drive second hand, find themselves in an extremely hostile environment for themselves and not being able to show the remarkable ruggedness, for which we love, "Japanese" is good ten years. Sometimes, only one filling with liquid, called in our gasoline, but in fact representing any mixture of gas condensate with the addition of pure tetraethyl lead. And an end to all high-tech. Such fluids appear on the market, when disruptions in the supply of certified gasoline that has recently been observed in the region. This is where it started. Even traditional engines with carburetor or injection frequent in services due to failure of ignition and fuel injection, and only engines with direct injection - GDI at Mitsubishi and D4 at Toyota, and started to get up at all, not even having time to get to the service. They are not something that a surrogate to make deadly, even a normal factory fuel is contraindicated. As has been shown to. Injected There is no point in great detail to go into the world of theory and all the nuances of motors GDI (Gasoline Direct Injection - gasoline direct injection). He was not invented yesterday and not Japanese, but the credit company Mitsubishi or Toyota can put their own improvements and the introduction of mass production. What has always distinguished and Japanese. But the fact that direct injection of gasoline - is not only sticking directly into the cylinder nozzle must be very good. In general, the process of obtaining and using energy is made at a different level of quality than a conventional engine with distributed injection. Of course, this is not a nuclear reactor in comparison with the same steam engine, but none the less. GDI direct injection engine as the regular and effective means to optimize the combustion of the mixture and increasing the efficiency of a gasoline engine implements a simple principle. Namely, more thoroughly disperses the fuel mixes better with air and competent to manage the ready-mix different modes of operation. One goal - to achieve greater efficiency while maintaining or even increasing the power, and simultaneously reduce emissions. Home essence of direct injection - engine operating conditions on nenagruzochnyh sverhobednennoy mixture when the ratio of air / gasoline can go up to 40:1. And it required to implement many solutions: high-pressure swirl injector at the top of the combustion chamber, a complicated form piston specially shaped inlet channels, increased to 12 compression ratio, different moments of fuel injection, more complex catalyst - iridium and platinum. First need to work in the economy mode to sverhobednennoy mixture increases dramatically when the allocation of nitrogen oxides, and the second for diesels mode when the engine runs on a mixture of normal proportions. After all, even GDI engine is not able to power the load on the lean, although here uses fuel more efficiently through better atomization and direct injection. Consequently, the electronic control fuel injection is much more complex and precise, with a bunch of sensors. For example, the economy mode a small portion of gasoline needed to quickly inject only at the end of the compression stroke, and the force (acceleration, high speeds) at the beginning and "in full" as in conventional engines. But can additionally be used "normal" prichindaly: turbocharger, exhaust gas recirculation, variable valve timing system, etc. And yet decisive "bloat" GDI engine is its fuel system, where the working pressure in the case of Mitsubishi almost twenty times higher than the pressure in conventional engines with multiple injection, in the case of Toyota, and even more. Otherwise we will not achieve the required spray pattern, etc. As a consequence, it is necessary to use powerful jets, powerful solenoids, and other details because of the hard mode should be stronger and therefore more expensive. And most importantly, to achieve such pressure fuel pumps are used precision-type diesel. And characteristically, claims GDI engine to the octane number is just normal. Despite the high compression, good cooling of the mixture by direct injection involves the use of gasoline with ordinary numbers (within 92-95). But the power supply system and the system neutralize the exhaust gas is extremely demanding on the purity and composition of the gasoline content of mud, lead and sulfur. The latter, in principle, there should be no, because of the sulfur immediately "zagnetsya" iridium catalyst, but most importantly - an abundance of sulfur will cause rapid wear of abrasive and corrosive gas pumps, as well as denial of electronics. In Japan, GDI engines went into production in 1996, but there by the time the gasoline has an adequate standard. In Europe, still produce gasoline with a sulfur content to 5 times higher than in Japanese. And only in 2002 is expected to begin production of pure sulfur from gasoline. To successfully promote in Europe its engines GDI, Mitsubishi company went to a number of tricks - to adapt the system of neutralizing and made changes to the algorithm of the injection time to best meet the peculiarities of driving in Europe. After all, European opponents of GDI directly accused the Japanese in imposing its flawed technology. The thought is this: GDI engines are only good for Japan, which are inherent in low speed and constant traffic jams - the conditions in which the GDI shows the best results in fuel savings. And for the Europe, with its extensive highways and high speeds (and therefore high engine load) the advantages of direct injection is not so noticeable. Here are the engineers from Mitsubishi and podshamanili "engines under more stringent conditions. But this only applies to engines that run on the European market. These are the general and schematic information on engines GDI, which have different companies for the implementation and the principles of work, of course, differ. But apart from the Japanese and some European companies have already prepared their GDI. Who's to blame? And now let's ask ourselves how many times more sulfur in our gasoline? The devil knows. And the rest of the "trash", no less. In this case, to our market comes second hand Mitsubishi c GDI engines from the Japanese market, where the engines were not even adapt to Europe and the "waiting" pure as the tear gas. The influx of small cars and started not so long ago, but already servismeny noted several specific problems associated with them. As those that have already happened, and those that may arise ahead. First and foremost, we must clearly understand that the right-hand drive "Japanese" even fresh, already trains in Japan and in the case of the GDI "ate" some share of its high-precision fuel system. And even if we are not talking about the imminent demise of the pump, the electronics work because of bad gasoline starts to falter, and with a very transient complications. Conventional engine with fuel injection specifically for Mitsubishi vehicles with engines GDI has been repeated, and such cases. Car suddenly begins to stall when you add gas, although the plant up and running at idle fine, and even goes, if the foot could barely pedal concerns. But a little gazanul and the engine stalled. What is it? And it is just in the features of the GDI at different load conditions, ie, in this case, the features not working for. As we found out during the "kolenochnogo" examination and repair, it is this. Pressurized fuel line from Mitsubishi like a two-stage. The first pump that is in the tank, pumping gasoline, and under controlled pressure electronically submits it to the main pump, which consistently brings the pressure to have the necessary. No-load pressure is small, because the cylinders are burned sverhobednennye mixture of fuel and require little. With increasing pressure increases. That is the first pump works in cycles - "crushes" under load, and "resting" in quiet mode. The main pump is the same sensor that strictly monitors the pressure. But its working parts fit very narrow tubule, which is easy to cut gasoline "trash." What happened. In this case the true line pressure sensor does not "see." Apparently, on easy mode signals coming from him does not need the control unit, as injection timing is not happening. Engine is running. But with loads of power "lack of" pressure becomes false command to lock the injection. Engine stalls. Cleaning zabivshegosya channel, it would seem possible to solve the problem, but "blind" probe had yet to finish a submersible pump. Apparently, he is due to signal a false fuel starvation switched to constant pressure mode, to which he had not intended. So we had to change and the pump. In another case, the service brought the car in which the submersible pump was dead because of an abundance of dirt in the tank. Dirt scored intake grid, the pressure falls and the pump eventually tired of fighting with fuel starvation, constantly working to its fullest. At the same time he was able to "push" part of the mud and drive it to the fuel system ... It is easy to assume what would abrasive and corrosive wear of the main pump, which is why the pressure in the pipeline, too, will fall with all the ensuing consequences for the whole engine. But while cases of repair of injection systems company GDI Mitsubishi information has been received. But toyotovskogo D4 (installed on some models of Corona, Camry and others) have managed to terrify its own "fatal" number, which no one in our market just could not imagine. The engine D4 high-pressure pump is a single unit and provides camshaft. Mounted directly on the cylinder head. In this pump, just uses the plunger (as opposed to pump Mitsubishi, it is already possible to establish reliably), which in our gasoline can quickly increase the gap between the hull. Diesel fuel injection pump plunger a little bit, but most are lubricated with diesel fuel, but here it is not. Surely modern foreign gasoline also have a lubricating additives, but in this there is no grease or befitting treatment. In general, the plunger pair wears out and the system pressure drops, which also leads to disruption of the engine. But the worst thing in the other. Penetrating plunger extra petrol should go on a special side channel. But it is permissible for portions. And with heavy wear petrol starts to flow down the stream past the channel ... right in the pan! Well diluting oil. With heavy wear just a day or two drive oil level can be doubled. Thus, the first petrol "eats" high pressure fuel pump, and then contributes to the catastrophic wear of cams camshaft bearings, piston, etc. The new high-pressure unit for D4 is worth about $ 900, but do not have to have to change the whole engine? By the way, life examples show that between are bringing cars with engine D4 from Japan and the beginning of the demise of the fuel pump may take only a few days of operation. On the one hand, it speaks about the features of liquid filled into the tank, and the other confirms some truths. The idea is that at a certain mileage of precision parts were supposed to exchange for new still in Japan, but Japanese did not pull up to a costly TO and handed the machine. Then she went to Russia. By the way, the firm Toyota has officially did not dare to deliver cars with D4 in our country, because of the quality of fuel. Manufacturer Mitsubishi ventured, although it is known that there have been problems with the fuel system completely new Carisma GDI, and all because of dirty gasoline. It seems no better will feel and European cars with similar engines, if they will deliver to Russia with the start of mass production. What should I do? One thing is clear - imported cars pioneering wave of today are less suitable for our market. For two main reasons: the quality of fuel and most other requirements for maintenance of the regulations to which our consumer market is not ready yet. Many precision parts supersystems was obviously not ready othazhivat two or even three terms, as it quietly to their more common "ancestors". They require timely replacement and nothing more. What should I do? With the new car is clear. If the firm has officially decided to provide new technology to Russia (or specifically in Siberia), and hence knows what is coming and will be responsible for his "behavior". And what about the Japanese second hand? Already held the owners of such vehicles can only advise a careful choice of using good fuel additives and more careful "observation" for the engines. It is sad to admit, now many services are trying not to mess with these cars, because little is know yourself and are afraid to do even worse. In addition, and without recent problems caused by a number of "natural disasters" was enough, even with conventional cars. Surrogate for gasoline shortages plant has spoiled more than one ignition system in the best case, and fuel - at worst. This has added disguised "drowned" in the east. As a rule, many ELEKTRICITY already at the stage of decomposition and the processor has long included a light bulb Check engine, but for the sake of selling plate at some stage was opened and the light bulb just been removed. So today rely supertehnologiyam not worth it. Of course, it is nice when your car fuel consumption by 10-30% less than normal classmate, but this seems self-deception. Better to rely on traditional Japanese design, good old distributed systems, fuel injection, which still dominate the market of second hand and the recommendations do not require. (C) Vasily Larin http://www.toyota-club.nm.ru/
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