Cylinder heads are insulated from above with stamped steel cylinder head covers. The intake and exhaust valves are actuated by cams via roller rocker arms equipped with hydraulic valve clearance adjusters. Each camshaft is driven by its own timing chain. This 3.7 V6 has aluminum cylinder heads with two valves per cylinder, centrally located spark plugs, and single overhead camshafts on each cylinder bank. The engine uses fracture-split, forged powder metal connecting rods and lightweight aluminum pistons. To deal with the first order inertia forces, there is a gear-driven counter-rotating balance shaft mounted between the banks. To achieve even fire (every 120 degrees), the engine was equipped with a 30-degree split pin crankshaft. It is simpler, more reliable, but there is a problem of ignition in the cylinders because of an uneven alternation: 90 - 150 - 90 - 150 - 90 - 150 (720 degrees total). You can make a crankshaft in the style of V8: use one crankpin for two cylinders located opposite each other. All V6 engines with a 90-degree design have a crankshaft configuration problem. This angle has been maintained in order to combine and reduce the production cost of two engines. Like the PowerTech V8, the 3.7L V6 engine has a cast-iron cylinder block with a 90 degrees angle between cylinder banks. CAN is a protocol like OBD, it just defines the width of the data bus and what each segment means.The 3.7L PowerTech/Magnum engine is basically a 4.7 V8 version without two cylinders. It is interpolated between high\low table vlaues and smoothed to keep dirty signals and other garbage out of the equation.Ĭontrollers like the FCA, WG controller, and fan are PWM signals for duty cycle.ĭata bus is digital, has been for decades. The table values define the range, which may or may not be the full range of the sensor, and the algorithm defines the logic to convert. There can be an inifnite number of values for an analog conversion of a range, it is not efficient or needed to do every one. The table values and the algorithm logic determine what the observed readngs are, the output used by the ECU and put on the data bus is smoothed. Where there is a possible range of readings the signal is interpolated by the ECU using tables. Pressure sensors like RP, MAP, temp, etc, are analog and interpolated. I wonder what that costs.Ĭam and crank sensors are digitital conversion because they can be to measure pulses in a set rotation. Or I could buy a BOSCH test bench for the future. Low and behold I found out it wasn't the sensor after all so I won't be building the machine that probably wouldn't work without spending $5,000. Then I removed the brand new Rail pressure sensor that came with the rail and stuck it in my truck because I won't need that in my test apparatus. I just thought about it and ordered a complete rail assembly and 6 rail caps from Geno's garage for less than $400.00 What about vibration? Do it attach my under test sensor to my engine and have it running to apply appropriate vibration to the under test sensor? Yes Is the sender being tested temperature sensitive? When failing does the resistance change because an orifice size changes or a diaphragm movement changes? I'm seeing about minimum $3,000 so far but I still can't confirm the ACTUAL pressure with a calibrated guage. I know very easy to do.īuilding a test stand is easy with lots of scrap steal and a sufficient motor and building a drive for my CP3 input shaft and motor.ĭesign custom fuel tubing to be built in the states and have sent to me. So first what volume of fuel at what pressure needs to return to the cascade overflow valve on the pump to prevent it from overheating and to help lubricate the pump which we know needs to happen? Now I need a pulse width modulated signal to control the FCA. ![]() In Panama nobody can make the high pressure lines. If I had a spare CP3 pump I would be able to make around 25,000 psi pretty easy but I would need a calibrated refrence guage to know what my actual pressure is. OK good information on the sensor now let's talk about checking it.
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