6G74 GDI where high pressure pump is located. Engine GDI - What is it and what is it good? generation. Three-section fuel pumps

High Pressure Fuel Pump (TNVD) is one of the most important engine nodes with direct injection. Despite the fact that the TNVD is well protected (filter in the tank and at the entrance to the TNVD), it is nevertheless, it is most susceptible to wear in the harsh Russian conditions of operation.
To date, three generations of TNVD were produced:
The first generation, single-section seven gluna pump. This is the most complicated pumping pump, where the fuel pressure is created using a "drum" with 7 plungers. The accuracy of the processing of parts in this pump is such that wear is even one hundredth of millimeter leads to a serious deterioration of his work. The resource in such a pump is small, and as a rule does not exceed 100 thousand km.

It is almost impossible to repair it, therefore, as a rule, it is changed assembled on the second generation pump. The 1st generation pump was raised on cars for long - from 1996 to mid-1997.
Second generation, three-piece single-shoe pump. This is perhaps the most successful maintainability in terms of maintainability: three separate blocks ("sections") - a drive, a pump and pressure regulator, each of which can be replaced if necessary, not touching the rest. The fuel pressure is created using special plates, from the state of which and depends on direct pump performance.

The third generation, the so-called "Tablet". There are two modifications of the TNLD of this type - with a pressure regulator located inside the TNVD, or the "return" in the mains. The high pressure unit is almost identical to the 2nd generation TNVD.
The main faults of the TNVD 2 and 3 generations occur due to the late planned then to replace the fuel filters of fine and coarse cleaning. With normal operation, the average resource of this type of TNVD is about 200,000 km, without its repair. At the same time, as a rule, plunger steam in the pump is in good condition, weanly wear out the lamellar valves.
Symptoms of malfunction TNVD: unstable engine operation, bad traction; The engine reluctantly gains high revs (above 2000 rpm); When you press the gas pedal while driving, the car slows down sharply and can even stumble. At the same time, as a rule, a check engine and a diagnostic scanner produces a Fuel Pressure Fail (code P0190) on the instrument panel. With all these signs, it makes sense to check the fuel pressure. If there is no diagnostic scanner, the pressure can be checked using a conventional digital multimeter. The signal can be removed by a voltmeter from the average contact of the fuel pressure sensor, located depending on the design on the TNLD or fuel ramp. In this case, the measurement must be carried out on a heated engine and turned on D or R. Pressure rating for 4G15 - 2.9 Volt (4.7MPA), 4G93 - 3.0 Volta (4.8 MPa), 4G64 - 3.4 volts (5.6MP), 4G74 - 4.0 Volta (6.8MP), when the pressure drop is less than 2.6 volts, the ECU gives a team to increase the revolutions, to stabilize the pressure. Even with the complete loss of high pressure and malfunction of the pump (operation only when the pressure generated by the submersible pump in the tank), the ECU switches to the emergency program, and increases the opening time of the nozzle, during the interval of up to 3.2 ske. (MPI mode), instead of 0.51 m. sec. (GDI mode) at idle, and does not allow to develop a motor turnover over 2000 rpm, which allows to continue the operation of the engine.

The system of direct fuel injection is applied on the latest generation gasoline engines in order to increase their efficiency and increase power. It implies gasoline injection directly in the combustion chambers of cylinders, where it is mixed with air and the formation of the fuel and air mixture. The first engines that were equipped with such, the Motors GDI (Mitsubishi) became. The GDI abbreviation is decrypted as "Gasoline Direct Injection", which is literally translated as "direct gasoline injection".

Device and principle of the GDI system

Nowadays, systems similar to Gasoline Direct Injection are used, and other car manufacturers are used, denoting this TFSI technology (AUDI), FSI or TSI (Volkswagen), JIS (Toyota), CGI (Mercedes), HPI (BMW). The principal differences between these systems are the working pressure, the design and location of fuel injectors.

Design features of GDI engines

The classic fuel injection system is constructively consisting of the following elements:

• High pressure fuel pump (TNVD). For the correct operation of the system (creating fine spraying), gasoline into the combustion chamber should be fed under high pressure (similar to diesel motors) within 5 ... 12 MPa.
• Low pressure. Supposes fuel from the gas tank to the pump under pressure of 0.3 ... 0.5 MPa.
• Low pressure sensor. Fixes the pressure level created by an electric pump.
• . Fuel injection into the cylinder. Equipped with vortex sprayers, allowing the required form of a fuel torch.
• Piston. It has a special shape with a removal, which is designed to redirect a combustible mixture to the engine ignition candle.
• Inlet channels. They have a vertical design, so that the reverse vortex occurs (twisted in the opposite direction compared to other types of engines), which performs the function of the direction of the mixture to the ignition candle and ensures the best filling of the combustion chamber with air.
• High pressure sensor. It is located in the fuel rail and is designed to transmit information to an electronic control unit, which changes the pressure level depending on the actual modes of the engine.

Direct injection modes

As a rule, the direct injection engines have three main modes of operation:

• Injection into a cylinder on compression tact (layer-by-layer mix). The principle of operation in this mode is to form an ultra-walled mixture, which allows to save fuel as much as possible. At the beginning, the cylinder is fed to the cylinder chamber, which is twisted and compressed. Next, high pressure is injected with fuel and redirection of the mixture of the mixture to the ignition candle. The torch is compact because it is formed at the stage of maximum compression. In this case, the fuel is like an air layer shrouded, which reduces thermal losses and prevents preliminary wear of cylinders. Mode is used when the motor is running on small revolutions.
• Injection on the intake tact (homogeneous mixing). The composition of the fuel in this mode is close to stoichiometric. Air and gasoline in the cylinder occurs simultaneously. The torch of the mixture with such injection has a conical form. It is used for powerful loads (high-speed driving).
• Double-step injection on compression and intake tact. It is used with a sharp acceleration of the machine moving at low speed. Double injection into the cylinder reduces the likelihood of detonation, which may occur in the motor with a sharp supply of the enriched mixture. Initially (on the air intake tact) supply a small amount of gasoline, which leads to the formation of a depleted mixture and a decrease in temperature in the combustion chamber of the cylinder. On the tact of maximum compression, the remaining part of the fuel is supplied, which makes the mixture rich.

Features of the system operation

The main requirement for the correct operation of the engine with direct fuel injection is the use of high-quality gasoline. The optimal fuel brand is usually indicated in the instructions for the car.

It is usually recommended to fill gasoline with an octane number of at least 95. However, it is important to take into account that this level should not be provided at the expense of various additives. The exception is additives recommended by the engine and car manufacturer.

Low fuel quality, especially with a high percentage of sulfur, benzene and hydrocarbons in domestic gasoline, contributes to premature injectors, which can output the GDI engine.

No less demanding petrol motor with direct injection to which oil is used in the system. Here it is best to follow the instructions of the manufacturer.

Pros and cons of use

The main feature of the GDI engine is the fuel supply directly to the cylinder, which reduces the cycle time and significantly increases the power of the car (up to 15%). In addition, fuel consumption decreases (up to 25%) and the ecology of the exhaust increases. This provides more efficient operation of the car in urban conditions.

For cars on which the GDI engine is installed, the problems of operation are primarily connected with the following list of flaws:

• The need to neutralize the exhaust gases during the operation of the motor on small revolutions. When the depleted fuel and air mixture is formed in exhaust gases, many harmful components are formed, which requires the installation of the exhaust gas recirculation system.
• Increased fuel and oil requirements. The best gasoline for GDI is considered fuel with an octane number 101, which is practically unavailable in the domestic market.
• High value production of engines and repair. Weight share of problems deliver nozzles supplying gasoline to cylinders. They must withstand high pressure. If they are clogged due to poor-quality fuels, they cannot be disassembled and cleaned - nozzles are subject to only replacement. Their cost is several times higher than that of the usual.
• Increased attention to the filtering system. Cleaning and replacing the air filter in such a system should be carried out more often, since the quality of the incoming air is directly related to the state of the nozzles.

Domestic motorists are very skeptical to the direct injection system, which is due to the high cost of car service. On the other hand, such engines are considered to be advanced technology that develops and is actively implemented in the automotive industry around the world.

An article on GDI engines is the principle of operation, features, differences from other types of motors. At the end of the article - an interesting video about power units with direct fuel injection.

General

The first Mitsubishi cars with GDI motors began to be made in 1996. Since then, the engine has undergone many changes and improvements, since the initial option was far from perfection.

The engine feature is that with low loads (uniform ride at a speed of up to 120 km / h) it works on the depleted fuel-air mixture. With an increase in the load, an automatic transition to the classical injection system occurs. This makes a car economical (up to 20% savings) and environmentally friendly.

Operating principle

The depleted air mixture reduces fuel consumption, however, problems often arise with its fire. An excessive gasoline mixture flashes easily, but the surplus of fuel is not burned and outlined together with recycled gases, which leads to a useless waste. Not to mention the fact that the candles and valves are intensively formed by a nagar layer.

The GDI system differs from the usual fact that the fuel injection is not made in the intake manifold, but directly into the combustion chamber, like engines working on a diesel population.

GDI engine operation principle:

1. Gasoline is supplied to the combustion chamber under high pressure and the flush flow, due to the special structure of the nozzles.
2. The stream at high speed is faced with the piston, after which part of it is fixed on the body of the piston, and the other part continues to move, creating friction and acquiring the appropriate form.
3. After that, the flow is bent and leaves the piston, increasing the speed. Some particles move slowly and diverge in different directions, creating a split stream.
4. As a result of this, two sections with a belligent mixture are formed in the combustion chamber. In the center there is a section of a stoichiometric (ordinary) flammable fuel mixture. A section of a deciduous mixture is formed around it.
5. After that, ignition is ignited (using the spark of the spark plug) a plot with a high content of gasoline. Then the combustion process is thrown into depleted areas.

The main differences between GDI from the usual injection system

1. Injection is performed under a pressure of 50 atmospheres (in the usual injection engine only 3 atm). This makes it possible to carry out a fine directional spraying.
2. The throttle is located slightly further than that of ordinary motors.
3. Fuel is supplied directly to the cylinder and the formation of the fuel and air mixture occurs. In conventional engines, fuel is fed to the intake manifold, it is mixed in the same place with air mass.
4. On the pistons there is a spherical deepening. With this deepening, the formation of the vortex and the resulting flame is carried out. Also, the excavation makes it possible to control the formation of a combustible mixture, adjusting the amount of air mass and gasoline during the connection process.
5. There is the possibility of forming the most depleted combustible mixture in the cylinders. The optimal ratio of air and gasoline is 40: 1 (in contrast to the usual injection with a ratio of 14.7: 1), but the amount of air may vary from 37 to 43 to 1.
6. The nozzles located in the GBC have a configuration that allows you to give the fuel stream the desired, as if twisted, form. Due to this, the flow moves along a clearly specified trajectory.
7. GDI engines work in two modes: Stich (ordinary, like other injection systems) and Compression on Lean (work at the lowest mixture). Switching between modes occurs automatically; With an increase in the load, the car goes to work during the enriched fuel mixture. When the load is reduced, goes back to the depleted.
8. The design is equipped with a high pressure pump.

FEATURES TNVD

There are four types of TNVD:

1 generation. Sem-gluna fuel pumps

The first and most short-lived. Installed in Mitsubishi Cars from 1996 to 1998. Do not have pressure tracking systems and are extremely sensitive to the quality of gasoline. Repair is not subject to both wear (and this happens very quickly) a complete replacement is necessary.

2 generation. Three-section fuel pumps

Are modifications of seven glungeons. Installed from 1998 to 2000. Here the manufacturer has taken into account past flaws and paid attention to their elimination. They have a regulator and pressure sensor, in the case of its sharp fall, they translate the operation of the car into the emergency mode. This allows the car to continue the movement of enough time to get to a hundred.

The model has become somewhat "loyal" to the quality of gasoline and more durable.

3 generation. Two-section TNVD

There is a pressure sensor, and the regulator is not embedded in the system. The drive is running from the camshaft.

4 generation. "Tablet"

The latter and most perfect model. Relatively durable, less sensitive to the quality of fuel, is distinguished by compactness and reliability. The main disadvantage is self-disloading fastening nuts. Their state must be regularly verified, since their weakening leads to a violation of the operation of the system and the deformation of the plates, to align that are quite difficult.

The design of high pressure fuel pumps depends on the specific model.

How important is the quality of fuel

In addition to the features of the injection system itself, a thorough filtering system is also affected on the durability of the engine. It has 4 stages:

1. Cleaning occurs using a mesh filter in a gas tank pump.
2. Cleaning with an ordinary filter. Depending on the brand of the car, its location can change. The filter can be installed in the tank or under the bottom.
3. Filtration occurs with a filter-glass, located in the TNLD fuel line.
4. The last phase of cleaning occurs at the moment when fuel is served from the "fuel rail" to the tank.

For example, a membrane valve and plungers are made with a high degree of accuracy, due to which the fuel mixture is discharged under the required pressure. If gasoline is with sand particles or other impurities, especially with abrasive properties, the supply system will be exposed and its work will lose accuracy. What will lead first to reduce the efficiency of the engine, and then to the failure of the pump.

First of all, when the problem occurs, the engine power is reduced. After some time, he begins to refuse at all. If you contact the repair shop at the first signs of malfunction, the fuel pump can still be saved. Otherwise, it will have to be completely replaced, since heavily damaged parts to restore meaninglessly.

Another common GDI problem is floating momentum. The reason can serve as the impact of low-grade fuel and the natural wear of the Elements of the TNVD.

In the course of these transitions, the car starts to "swim". When a similar deviation is detected, the car should be sent to the diagnostics to find the exact cause of the problem.

Conclusion

GDI engines are characterized by capacity and economy, but the advantages are almost always the cause of the shortcomings. In this case, this is an excessive sensitivity to the slightest deviations in the injection system and the quality of fuel. In order to extend the service life of the car, it should be regularly replaced by the spark plugs (they quickly formed a naiga), clean the intake manifold and nozzles.

It will not be superfluous to regularly inspect the injector and check the quality of spraying, eliminating the slightest problems at the stage of their occurrence. And, of course, it is necessary to constantly monitor the state of filters and change as needed.

Video about modern engines with injection:

MITSUBISHI GDI motor of

High Pressure Fuel Pump (TNVD) Engines GDI 2

Pump construction 5.

Diesel TNVD "Not lucky" 8

Fuel Pressure Emergency Reset System 11

Balancing TNVD 13.

Wear Drum TNVD 15

Unstable mode of operation xx 17

Pump belief 19.

"Sand" in gasoline. 21.

Small pressure in system 22

Pressure sensor (error number 56) 24

Pressure sensor 24.

Fuel Pressure Sensor 27

Pressure valve 27.

Pressure regulator 32.

Pressure check 35.

Private pressure recovery 37

Sizes check 39.

Reduction valve 42.

Reduction valve hexagon) 44

Proper pump assembly 46

Pusher-supercharger 49

Filter in the pump 52

Oscilogram of work 53.

Private pump repair case 56

High Pressure Fuel Pump (TNVD) Engines GDI

1 generation single-generating sem-glungy	2 generation three-piece single sluple
3 generation (tablet)	4 generation
TNLD Nissan.	D-4 (Toyota)

Our acquaintance Let's start with the so-called "single-section" high pressure fuel pump installed on the 4G93 GDI engine, the working pressure in which is created using seven plungers:

"Three-section" TNVD and its device, work, diagnosis and repair We will be considered in subsequent articles. It is such an TNVD that has been established lately (after 1998) practically on all cars with the GDI system due to the fact that it is more reliable, more durable and, in principle, is better to be diagnosed and repair.

If you say short, the principle of operation of this GDI system is quite simple: "Ordinary" the fuel pump "takes" fuel from the fuel tank and the fuel line feeds it into the second pump - the high pressure pump, where the fuel is compressed further, and under pressure about 40 -60 kg / cm2 enters the nozzles that "injected" fuel directly into the combustion chamber.

The most "weak link" in this system is this high pressure fuel pump (photo1), located on the left in the course of the movement (photo2):

Photo 1 photo 2

Disassemble such a pump is quite simple:

This is the "ordinary" seven glunger pump:

Within which there is a so-called "floating drum":

Below you can see a general view of the pump repair:

From left to right:

1. 
   Pressure reversal washer
2. 
   Spring Ring
3. 
   floating
4. 
   Support ring plungers
5. 
   Plunger with clip
6. 
   Stubborn washer Plungers

For what reasons - it is easy to guess, because not only the owners of GDI, but also "ordinary" motorists began to understand that if there were some incomprehensible interruptions in the engine (in engine), then the first thing to be paid to pay attention to spark plug.

If they are "red" - who to blame? No one ...

Only change, therefore no "repair", as sometimes prescribed on the Internet, such spark plugs are not subject to.

FUEL

Yes, it is precisely it is the main cause of "disease" of the direct fuel injection systems. Like GDI and D-4.

In the following articles, we will tell and show on specific examples and photos - as specifically and what exactly affects our "high-quality and domestic" gasoline, for example, on:

Photo 7 photo 8

Pump design

If you figure it out and have some desire, for example ...

Let's look at the photo and see in a disassembled state high Pressure Single GunsGDI:

From left to right:

1 magnetic drive: drive shaft and slotted shaft with magnetic spacetable between them

2-reference plate plungers

3-clip with plungers

4-saddle piers of plungers

5-reducing high pressure chamber valve

6-valve adjustable high pressure at the outlet with fuel pressure regulator

7-spring damper

8-drum with discharge chambers of plungers

9-puck low and high pressure chambers with gasoline lubrication refrigerators

10-housing TNVD with solenoid valve reset and with port for pressure gauge

The order of assembly and disassembly of the pump is shown in the photo of the numbers. We exclude only positions 5 and 6, because the valve data can be installed when assembling immediately, beforeinstallations of a drum with plungers (about these valves and their some features will be told in another article dedicated to them).

After assembling the pump, it is necessary to fix it and start turning the shaft to make sure that everything is assembled correctly and rotates, not "clinical".

This is the so-called simple "mechanical" check.

To carry out a "hydraulic" check, it is necessary to check the performance of the pump "for pressure" ... (what will be told in an additional article).

Yes, the device TNVD "sufficiently simple", however ...

Many complaints from GDI owners, a lot!

And the reason how many times said "on the expanses of Ineta" only one - our native Russian fuel ...

From which not only the spark plugs are "blushing" and with a decrease in temperature the car will start disgusting (if it starts at all), but also "swallow" with GDI everything cares and cares with each liter of Russian fuel pumped into it ...

Let's look at the photo and "Show your finger" on everything that wears first and what we must pay attention to first:

Owlock with plungers and drum with discharge chambers

photo 1. (assembled)

If you look carefully (look around), then immediately notice some "incomprehensible scuffs" on the drum housing. And what is going on inside?

photo 2.(apart)

photo 3. (Drum with discharge chambers)

And here it is already clearly visible - which is our Russian gasoline ... The same rusticity, simple rust on the plane of the drum. Naturally, she (rye), not only here it remains, but it also falls on the plunger himself and on everything, "what he is driving," let's see the photo further ...

Plunger

photo 4.

and this picture is clearly noticeable,what "small troubles" can bring us our own - gasoline.

The arrows are shown "Some rubbing", because of which the plunger (plunger) cease to pump pressure and the engine begins to "work somehow not so ...", as GDI owners say.

To restore the TNVD GDI it would be nice to have both "some" spare parts:

photo 5.

On other "weak" places of the high-pressure fuel pump GDI will be told in other articles.

As well as about many other things.

Mitsubishi can be called a pioneer on the path of mass introduction of the system of direct fuel injection. Unlike the Mersedes, which long before Mitsubishi made attempts to introduce direct injection on the car, simply applying workers from experience in aircraft engineering, Mitsubishi engineers created a system that would be comfortable and suitable for the daily operation of the car. Consider the GDI engine, the device and the principle of operation of the system.

Basic concepts

The article o we realized that there are several types of fuel injection systems:

• one-point injection (monoin-sector);
• distributed injection on valves (full injector);
• distributed injection into cylinders (direct injection).

Gasoline Direct Injection, which means - direct gasoline injection, immediately tells us that in GDI engines there is an inner mixture formation. In other words, the fuel is injected directly into the cylinders. But which advantages gives direct injection:

The problem of low PDA gasoline engine, compared with diesel, in a small framework for adjusting the composition of the TPID. The theoretical and experimental method found that for complete combustion of 1 kg of gasoline, 14.7 kg of air is necessary. This ratio is called stoichiometric. The engine can operate on a depleted mixture - about 16.5 kg of air / 1 kg of gasoline, but already at 19/1, the TPVS from the spark plug will not ignore. But even a mixture of 16.5 / 1 is considered too poor for normal operation, since the TPIDs burns slowly, which is fraught with the loss of power, overheating of the piston rings and the walls of the combustion chamber, and therefore the working poor homogeneous mixture lies in the range of 15-16 / 1. A rich mixture in the cylinders with a ratio of 12.1-12.3 / 1 and shifting the uzov, we get an increase in power, and environmental indicators of the motor significantly deteriorate.

GDI efficiency

The problem of ordinary engines with distributed injection on the valves is that the fuel is supplied exclusively on the intake tact. The mixing of fuel with air begins to occur still in the intake manifold, as a result, when the piston is moved to the VMT, the mixture becomes close to homogeneous, that is, homogeneous. The advantage of the GDI is that the engine can operate on an ultra-walled mixture when the fuel ratio to the air can reach 37-41 / 1. Contributes to this several factors:

• special inlet manifold design;
• nozzles that allow not only to accurately dispense the amount of fuel supplied, but also adjust the form of a torch;
• special form of pistons.

But what exactly is the feature of the principle of work, allowing to be GDI motors so economical? The flow of air, due to the special form of the intake manifold consisting of two channels, still on the intake tact has a certain direction, and does not fall into the cylinders chaotic, as in the case of conventional engines. Finding into cylinders and hitting the piston, it continues to spin, thereby contributing to the turbulization. The fuel, which is served in the immediate vicinity of the piston to the NMT with a small torch, hits the piston and, pickled to the twisting air flow, moves in such a way that at the time of filing the spark is in close proximity to the spark plug electrodes. As a result, there is a normal ignition of the TPVS near the candle, while in the surrounding cavity there is a mixture of clean air and the exhaust gases supplied to the EGR system. As you understand, in the usual engine to implement such a gas exchange method is not possible.

Engine operation modes

GDI motors can effectively work in several modes:

• Ultra-Lean.Comboard.MODE -the mode of the superbound mixture, the principle of the flow of which was considered above. Used when there is no heavy load on the engine. For example, when smooth overclocks or constant maintaining not too high speed;
• Superior.Output.MODE -the mode in which the fuel is fed on the intake tact, which allows you to obtain a homogeneous stoichiometric mixture with a similar ratio to 14.7 / 1. Used when the engine operates under load.
• Twostage.Mixing -the mode of the enriched mixture, in which the air ratio to the fuel is close to 12/1. Used with sharp accelerations, heavy load on the engine. This mode is also called the open loop mode (Open Loop) when the lambda probe is not polished. In this mode, the fuel correction to resolve emissions of harmful substances is not carried out, since the main goal is to get the maximum return from the engine.

The switching modes corresponds to the electronic motor control unit (ECU), which makes a choice, focusing on the testimony of sensor equipment (DPDZ, DPKV, DPT, lambda probe, etc.)

Two-Stage Mixing

The two-step injection mode is also a feature that allows GDI motors to be extremely aqueous. As mentioned above, the composition of the mixture in this mode reaches 12/1. For an ordinary engine with the distribution injection, this ratio of fuel to the air is too rich, and therefore it will be effectively ignited and burning such a TPID will not significantly deteriorate emissions of harmful substances into the atmosphere.

The open loop mode assumes 2 fuel injection stages:

• a small portion on the intake tact. The main purpose is the cooling of the combustion chamber of the gas remaining in the cylinder and the walls of the combustion chamber (the composition of the mixture is close to 60/1) subsequently, this allows you to enter the cylinders to more air and create favorable conditions for the ignition of the main portion of gasoline;
• home portion at the end of the compression tact. Thanks to the favorable conditions created by pre-injection, and turbulence in the combustion chamber, the resulting mixture burns extremely efficiently.

There is a great desire to talk about how Mitsubishi engineers "tamed" turbulence, about the laminar and turbulent motion and the number of the RE entered by O. Realds. All this would help it would be better to understand how the GDI motors create layer-by-layer mixing, but for this, unfortunately, we do not have enough two articles.

TNVD

As in the diesel engine, a high-pressure fuel pump is used to create sufficient pressure in the fuel ramp. Over the years of production, the motors were equipped with an TNLD of several generations:

Injectors

To ensure high-precision adjustment of the composition of the TPF, nozzles must have extremely high accuracy. The principle of opening the plunger for feeding fuel is similar to a conventional electromagnetic nozzle. Features of the GDI system nozzles:

• the possibility of forming different types of gasoline;
• maximum preservation of dosing accuracy regardless of temperature and pressure in the combustion chamber.

Especially noteworthy a twist device, located in the nozzle housing. It is precisely due to it that the fuel, flying out of the nozzle, is better picked up by the twisting air flow, which contributes to the best stirring of the TPF and redirecting the mixture to the ignition candle.

Exploitation

The main troubles associated with the operation of motors with direct injection from Mitsubishi on domestic expanses:

• wear TNDV. The pump is a node with pretentious requirements for fitting parts, and the main problem is not at the level of manufacture, but as domestic fuel. Of course, and now you can run into poor fuel. But the times when the quality of gasoline was a real headache and the risk of financial losses for car owners with GDI engines, fortunately, have already passed;

close air channels of the intake manifold. The formation of growths makes adjustments to the movement of the air masses and the process of mixing fuel with air. This is what is called one of the reasons for the formation of black nagar on the ignition candlelight, so well-known auto owners with GDI engines.