Fuel Pump

When I came in today to work on the engine more the fuel pump had failed. After relieving some of the fuel pressure I tested it again and it still would not go.  When powered up it clicks once as though the rotor turns one bar and then stops. I tested it without connection to fuel lines and tapped it to make sure the brushes had good contact but it still would not run.

I obtained another one of the same specification and (Bosch model 0580464070). After reconnecting it and addressing a few fuel leaks I was ready to test injectors again.

 

Engine Running

Last week I determined that the engine had spark and crank and filled it with oil, and some fuel. It also seemed to have injector pulse as we thought we could hear and feel the injector pulsing. Unfortunately we had to delay actually firing it until this week.

Today I attempted ot fire the engie for the first time and it would not. I again confirmed spark and fuel pressure so the problem had to be the injector. I further confirmed this by adding a small amount of fuel to the inlet manifold and the engine fired a few times. It seems either the injector is bad or the controller is not driving it properly if at all.

Tomorrow I will test fire the injector in the bench tester and test another one as well.

Final Test Fit

Today was the final test fit for all the compressor components and the air control. The drive appears to be working effectively and the air control components are all cut and mounted and ready for testing. I also wired up the compressor switch to engage the compressor clutch and begin pumping air. 

I have started looking at getting the engine running as my group mate who was originally to look at that aspect has been too occupied to make any progress with it.

The engine currently lacks a fuel pump. Originally there was a fuel pump attached to a metal sauce pot which acted as the tank, but nobody seems to know where it is so I will have to locate a fuel pump and filter and work out a mounting system and relay circuit to drive it.

Chain

The challenge associated with driving the compressor using two different spec sprockets continues. The information I received from Saeco regarding the sprocket dimensions was short sighted. While the sprockets have the same pitch, the roller diameters are too far out of spec. 

The existing sprocket is American Standard ASA 41 and the new sprocket is Briitish Standard 08BI. The roller width on the 08BI chain is far too wide and causes it to bind on the engine crank case. Instead the original ASA 41 chain will be used and cut to length and a half link added to get the correct length. In order to make the 08BI sprocket work, t it will be machined down from the 7.75mm roller width to the 6.25 width.
 

Air Control

I have designed the air control system to be used with the compressor. The system sucks air through a filter and then in to a "T" which feeds the compressor intake on one side and one inlet of a 3 way diverter valve on the other side.

The other side of the three way diverter valve is fed by the compressor outlet, and the valve feeds to the engine intake. The set-up enables the valve to control whether air is coming from the compressor or from atmospheric pressure. This feature is important because if the compressor is not running at low engine speeds the engine will be starved of air without it.

Originally an electronic valve was desired. I obtained a sample valve from SMC Engineering for testing but its cost of over $200 made it an inviable option. Instead a manually actuated 3-way diverter ball valve is used with a switch to engage the compressor clutch when desired.

In the future electronic control of both by using the ECU would be ideal.

Gear Ratios

The necessary gear ratios have been determined. This is using a 30 tooth sprocket on the idle shaft and a a modified Toyota 4AFE crankshaft pulley to drive the compressor.

With these calculations complete the sprocket can be set up and everything test fit in time to have the engine running.

Mounting Bracket and Pulley.

Bracket and Pulley 

Test Fitting

Fabrication of the compressor mounting bracket is complete and it has been test fitted. Some adjustments need to be made to hole diameters, and some will be made in to slotted holes to allow for more adjustment of the bracket position and levelling of the compressor.

Idle Pulley

Gerry machined the pulley from a Toyota 4AFE crankshaft out to 25mm and broached a key-way in to it for me. This pulley will go on to the idle shaft and will drive the compressor. The pulleys are poly-V pulleys and there are  five different types. I got the specifications for them and will measure the pulleys tomorrow to determine which ones I have. I will also need to determine the length of belt to get. This is a calculation based on the pulley sizes and centre shaft offset. I also got bushings for the pulley to hold it in place. The next step will be to test fit the pulley and source the belt needed to drive it.

Other Tasks

Design sprocket drive system. Determine gear ratios.