Rest In Peace, old friend, your work is finished.......
If you want on or off the DIESEL "KnOcK" LIST just FReepmail me........
This is a fairly HIGH VOLUME ping list on some days......
Posted on 01/18/2007 8:48:04 AM PST by Red Badger
Delphi has introduced a new type of diesel engine oil condition sensor, designed to help increase engine reliability, reduce warranty issues and bring further cost reductions for vehicle operators. The new system is now available for integration with vehicle development programs.
Current production technologies measure the viscosity and dialectric constant of the oil, providing data from which an estimation of oil condition can be made. These technologies allow a significant increase in change intervals compared with the older predictive techniques that estimate condition based on the drive cycle.
Delphi’s technology takes a further substantial step forward by providing additional data that will allow a much more accurate calculation of oil quality.
There is an increasing need to monitor fuel dilution and soot content, for example. The growing use of multiple post-injection events is leading to increasing amounts of fuel escaping past the piston rings, which reduces lubricity and decreases viscosity. A build-up of soot, which reduces the effectiveness of additives and is a growing issue with increasing levels of EGR (exhaust gas recirculation), will increase viscosity. The measured viscosity will therefore be a combination of these two effects and not reflect the true degradation in oil quality.
Delphi’s solution is to develop new, highly-integrated techniques for measuring soot and fuel dilution alongside viscosity and dialectric. The same sensor can also measure oil temperature and level and is supplied in a compact package that can be engineered for pan or engine applications.
Fuel dilution is measured by a confidential modification to the proven viscosity measurement system, allowing low-cost and compact implementation of the additional sensing system. Soot is a carbon particle so can be detected by measuring changes in electrical conductivity. Delphi measures AC conductivity at 2-5MHz. The same sensor is also used to measure dialectric.
Existing production technologies measure viscosity by correlating it against a measured shear strength value. Delphi’s unique solution is to measure the convection time of the oil when heated by a known amount.
This is an incredibly elegant solution with a direct correlation to viscosity. We are getting amazingly accurate results, irrespective of oil type, soot content and other contamination. —Francisco Sanchez, Delphi advanced engineering manager
When the oil is changed, the sensor detects the step in parameter values and automatically resets. There is no re-calibration required if different oil types are used and no interaction is required from the service technician.
The new sensor will enter production in 2009 for an undisclosed truck customer.
Delphi is also discussing future programs with the military (transporting oil to field operations is a significant logistics cost) and with manufacturers of engines for off-highway applications. The sensor can also be used on light-duty diesel engines such as those fitted to many passenger cars.
Rest In Peace, old friend, your work is finished.......
If you want on or off the DIESEL "KnOcK" LIST just FReepmail me........
This is a fairly HIGH VOLUME ping list on some days......
KnOcK!!!...
This is what Mazda needed. They always told me my RX7 would burn oil. It never did. The oil always looked just like honey.
That was your brake fluid, silly!...........
Sorry, that's pretty bad...
It had brakes?
What year was your RX-7? Only the early ones burned oil. But the stigma still lasts to this day.......
It was an '84. Never had any trouble with it whatsoever, other than the A/C going out one summer. Midas gold with tan leather. GSL. It was awesome but not really comfortable for road trips.
I saw them at the TMC show in Tampa last year.
They do. Check out the products at www.puradyn.com. These designs have been in use for ten years or more, previously under the company name TF PuRefiner. It not only filters the oil much more thouroughly than a factory-spec cartridge filter, it slowly trickles the crankcase oil across a warming plate, flashing off condensation water and any fuel that leaks past the piston rings.
The smallest unit is even compact enough to fit under the hood af a compact car.
As I understand it the issue is more related to breakdown of polymer chains in the oil, and in dissolved contaminants which cannot be filtered out.
I think they do, google for by-pass oil filters. These are filters that take a low volume feed from the normal oil path (hence the name by-pass) and pass it through a much finer filter than the full-flow filters that are original equipment.
I've no experience with these filters, but they do seem like a good idea.
How did you get around the Shasta Scales?
As other responders indicated, they do, it is called "bypass filtration" and it would work on either a gasoline or diesel engine. On a diesel application, your full-flow filters (eg, your spin-on type filters) filter down to about 30 microns in particle size. Bypass filtration can filter to about 3 to 7 microns in size, but there is no way you could get the full flow of the lubrication oil pump through a bypass filter. So most of the oil pressure flow "bypasses" the filter (hence the name) and a small flow of oil is constantly flowing through the bypass filter, cleaning out much more dirt, soot and other particles than the full-flow spin-on filter.
Every "X" miles, you'd change your spin-on and clean your bypass filter, and then take an oil sample to check how your oil is holding up and look for coolant, fuel and other issues in your oil.
Coolant in your oil means you've either got cavitation in your liners (if a wet liner), or you've got a problem where the liner seals up against the head. Both are problems that require an engine tear-down.
Fuel in your oil means you probably have an injector leaking, letting excess fuel build up in the cylinder, which will eventually get forced by the rings and down into the crank.
IMO, fuel in the oil is a much more serious issue, because if you get enough fuel in the oil, you lose lubrication properties and shortly after that happens, you see parts appearing on the outside of the engine that were not supposed to see the light of day while the engine was in operation.
A sensor that could tell any diesel engine owner that there is fuel in the oil before it reaches critical levels is a Very Good Thing. A sensor that could tell you more, like the level of additive package left in the oil, would be An Even Better Thing, and would remove some of the need for oil sampling.
Another good reason to do it this way is to take advantage of the reverse exponential slope of detergents power to hold crap in suspension(all size microns of crap leave with the oil).
I have a 20 year old Toyota engine that looks and runs like new inside and out.
I have no worries it will be the same 20 years from now simply by keeping clean fresh oil flowing through it like a river.
O I L ~ "natural & organic.".
Disclaimer: Opinions posted on Free Republic are those of the individual posters and do not necessarily represent the opinion of Free Republic or its management. All materials posted herein are protected by copyright law and the exemption for fair use of copyrighted works.