I cannot find, and am just curious, what engine, vehicle, and redline for the fastest spinning diesel engine.
Thanks
That is all
Thanks
That is all
Diesel engine max revs per minute
- Thread starter mjoekingz28
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Just going from memory, I believe the Peugeot 908 LeMans racer spun to about 6000.
I believe some road vehicle engines will go to 6500 rpm. There are some experimental prototype diesels that have been taken to something in the region of 15000 rpm, but I don't think they will be in passenger cars anytime soon.
Claud.
Claud.
My peterbilt would do 2350. My f250 does 3900
9k rpms
http://www.youtube.com/watch?v=Yv2aX58lx2Q
Taken from this thread;
http://forums.tdiclub.com/showthread.php?t=222913
http://www.youtube.com/watch?v=Yv2aX58lx2Q
Taken from this thread;
http://forums.tdiclub.com/showthread.php?t=222913
Mercedes diesels will run to around 5k before the fuel shuts off.
The Fin's adjust the IP's and rev them to 7k. The OM 606 is very good at higher RPM's due to its 4 valve dual overhead cam head.
However after about 5k diesel combustion starts to chase the piston so you lose a lot of benefit quickly.
BTW for all the young people who have never driven an old school boosted car, this is called "turbo lag" which really doesn't exist anymore.
The Fin's adjust the IP's and rev them to 7k. The OM 606 is very good at higher RPM's due to its 4 valve dual overhead cam head.
However after about 5k diesel combustion starts to chase the piston so you lose a lot of benefit quickly.
BTW for all the young people who have never driven an old school boosted car, this is called "turbo lag" which really doesn't exist anymore.
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If you want a real treat on how high they can rev, do a youtube search for "runaway diesel". Rusted/binding fuel racks and binding linkages are the usual cause. They typically make it through it too.
Are they rev-limited by their stroke dimension or for some other reason?
Originally Posted By: mjoekingz28
Are they rev-limited by their stroke dimension or for some other reason?
Takes time for the diesel fuel to ignite. There is a lag between injection and ignition which gassers lack, as the spark plug lights off the mixture at a precise time.
Are they rev-limited by their stroke dimension or for some other reason?
Takes time for the diesel fuel to ignite. There is a lag between injection and ignition which gassers lack, as the spark plug lights off the mixture at a precise time.
I've seen in-car camera of the Audi R18 diesels at LeMans, and they are shifting at 5000 rpm, which probably means they make peak power at about 4600 rpm.
The engines can be designed to run mechanically at high speeds, but what's the point? Diesel combustion becomes less efficient at high speeds.
The engines can be designed to run mechanically at high speeds, but what's the point? Diesel combustion becomes less efficient at high speeds.
Originally Posted By: Olas
9k rpms
http://www.youtube.com/watch?v=Yv2aX58lx2Q
Taken from this thread;
http://forums.tdiclub.com/showthread.php?t=222913
The only gauge I saw in the YouTube video was the manifold pressure gauge, where was the tachometer?
9k rpms
http://www.youtube.com/watch?v=Yv2aX58lx2Q
Taken from this thread;
http://forums.tdiclub.com/showthread.php?t=222913
The only gauge I saw in the YouTube video was the manifold pressure gauge, where was the tachometer?
Originally Posted By: mjoekingz28
Are they rev-limited by their stroke dimension or for some other reason?
Diesel combustion is a bit slower than gas so it will follow the piston at higher r's. With diesels 5k-6k is really the point of diminishing returns. If you look at dyno graphs they all fall on their face around that point.
In a nut shell to get hp you stuff as much air in as possible, than shoot fuel in to the point where the EGT's will just about melt the piston tops.
All the dopes with Cummins blowing smoke are just wasting fuel. A properly tuned diesel will just throw out a puff of smoke when you throttle up quickly because the fuel volume breifly outpaces the turbo's ability to pump. A modern electronic diesel should never smoke.
Are they rev-limited by their stroke dimension or for some other reason?
Diesel combustion is a bit slower than gas so it will follow the piston at higher r's. With diesels 5k-6k is really the point of diminishing returns. If you look at dyno graphs they all fall on their face around that point.
In a nut shell to get hp you stuff as much air in as possible, than shoot fuel in to the point where the EGT's will just about melt the piston tops.
All the dopes with Cummins blowing smoke are just wasting fuel. A properly tuned diesel will just throw out a puff of smoke when you throttle up quickly because the fuel volume breifly outpaces the turbo's ability to pump. A modern electronic diesel should never smoke.
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Originally Posted By: supton
Originally Posted By: mjoekingz28
Are they rev-limited by their stroke dimension or for some other reason?
Takes time for the diesel fuel to ignite. There is a lag between injection and ignition which gassers lack, as the spark plug lights off the mixture at a precise time.
There is a lag between spark and full burn (flame travel) that takes a measurable amount of time, that is why gasoline engines have an advance curve for optimum timing.
Diesel engines have a similar lag. Old fashioned low speed diesels often had fixed timing, modern high speed diesels have a means of advancing timing, on many passenger car diesels this is computer controlled rather than mechanical.
Claud.
Originally Posted By: mjoekingz28
Are they rev-limited by their stroke dimension or for some other reason?
Takes time for the diesel fuel to ignite. There is a lag between injection and ignition which gassers lack, as the spark plug lights off the mixture at a precise time.
There is a lag between spark and full burn (flame travel) that takes a measurable amount of time, that is why gasoline engines have an advance curve for optimum timing.
Diesel engines have a similar lag. Old fashioned low speed diesels often had fixed timing, modern high speed diesels have a means of advancing timing, on many passenger car diesels this is computer controlled rather than mechanical.
Claud.
Originally Posted By: A_Harman
I've seen in-car camera of the Audi R18 diesels at LeMans, and they are shifting at 5000 rpm, which probably means they make peak power at about 4600 rpm.
This is probably the clearest example of a practical limit on engine speed for a diesel. In a full-on race engine setting, they likely spin the engine about as fast as they can to make the most power, limited only by certain physical constraints. If they could make more power at 7,000 rpm than at 5,000 rpm, they'd probably be doing it.
That a race diesel shifts at 5,000 rpm...and taken with other evidence (such as the Mercedes posted previous)...that's pretty good evidence of a practical upper limit.
I've seen in-car camera of the Audi R18 diesels at LeMans, and they are shifting at 5000 rpm, which probably means they make peak power at about 4600 rpm.
This is probably the clearest example of a practical limit on engine speed for a diesel. In a full-on race engine setting, they likely spin the engine about as fast as they can to make the most power, limited only by certain physical constraints. If they could make more power at 7,000 rpm than at 5,000 rpm, they'd probably be doing it.
That a race diesel shifts at 5,000 rpm...and taken with other evidence (such as the Mercedes posted previous)...that's pretty good evidence of a practical upper limit.
Combustion chamber design also has an effect, prechamber engines typically have a higher redline than direct injection engines.
VW IDI engines tended to have a 5000 RPM rev limit, whereas many TDI engines had closer to a 4500 RPM redline.
VW IDI engines tended to have a 5000 RPM rev limit, whereas many TDI engines had closer to a 4500 RPM redline.
Agree. IDI engines used to be the favorite for light-duty and passenger car applications because of their lower combustion noise and higher rev range. But they were in general not as fuel-efficient. VW, Mercedes, and GM's diesels of the 70's and 80's were IDI. But when they were redesigned, they went to DI, and controlled combustion noise by using pre-injections from common-rail fuel systems.
Correct Mercedes took the OM606 and put a different head on it to accommodate direct injection.
The mid 2000's CDI's are fantastic cars, owners regularly get 40mpg out of them on the open road. Not bad for a powerful, full size luxury sedan.
The mid 2000's CDI's are fantastic cars, owners regularly get 40mpg out of them on the open road. Not bad for a powerful, full size luxury sedan.
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Here's a link to a racing diesel project that Ricardo had going about 10 years ago:
http://www.mulsannescorner.com/ricardojuddv10.html
http://bhtooefr.org/v10tdilmp/2005-08-MTZ-RicardoJudd.pdf
It says they were going for 600HP at 6000 rpm, but the engine never passed the mule stage. Maybe that meant it wasn't worth the trouble.
http://www.mulsannescorner.com/ricardojuddv10.html
http://bhtooefr.org/v10tdilmp/2005-08-MTZ-RicardoJudd.pdf
It says they were going for 600HP at 6000 rpm, but the engine never passed the mule stage. Maybe that meant it wasn't worth the trouble.
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Here's a really good presentation by Ricardo that gives insight into how the diesel formula at LeMans came about:
http://www.ukintpress-conferences.com/conf/pmw07/pdfs/performance/morrison.pdf
http://www.ukintpress-conferences.com/conf/pmw07/pdfs/performance/morrison.pdf
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