Wednesday, June 30, 2010

SAAB 900 Water Injection मनुअल !!!

Turning Water into Horsepower

Water injection, amongst the many options for increasing engine performance, this subject is probably one of the least understood. While frequently dismissed as simply a Band-Aid for poor intercooling, the benefits of water injection stretch beyond simply cooling engine intake air, and when properly implemented, can lead to more power than intercooling alone.

Water injection can be traced back to the earliest years of the internal combustion engine. During the early 1930’s one of the foremost engine designers and researchers, Sir Harry Ricardo, whose studies on pre-ignition led to the development of the octane rating system, investigated the problem of pre-ignition and the affect of alcohol-water injection on inhibiting detonation. Later, during World War II, the National Advisory Committee for Aeronautics, in studies aimed at increasing the power from aircraft piston engines, came to the following conclusion: “The data indicated that water was a very effective internal coolant, permitting large increases in engine power as limited by either knock or by cylinder temperatures.”1 More recently, Saab engineers have investigated using water injection on their production vehicles to maintain low emissions at high power levels. Clearly, the practice of injecting water into an engine is not new, and its benefits are well documented.

Why use water injection?

Engine power production, referred to as brake mean effective pressure (BMEP), is measured by taking the average effective pressure of the cylinders as they progress through intake, compression, ignition, and exhaust strokes. Added power comes as a result of greater pressure, but a higher temperature inside the cylinder accompanies greater pressure. These higher temperatures can lead to detonation, referred to as engine knock, or pre-ignition, both of which are cases where the fuel-air mixture burns in an undesirable manner and can be destructive to an engine. To combat knock and pre-ignition as power increases, a richer air-to-fuel ratio is normally required. If the addition of extra fuel doesn’t provide enough knock protection, then a higher-octane fuel, which is more resistant to knock and pre-ignition, may be used. However, once the knock limit of a higher-octane fuel is reached, can anything be done? This is where a water injection system presents an appealing option.

The AquaTunePlus System

AquaTune Plus far exceeds all other water injection systems on the market today. Here is why: Unlike pressurized water injection systems, the release of energy from pressurized water during the combustion cycle is largely wasted and consequently most all the energy is wasted through the exhaust cycle. The H2O molecule structure in pressurized water is tightly bonded together. Even in a fine mist concentration a 20% release of energy would be considered good during the combustion cycle. Pressurized water is also difficult to dissipate once inside the intake manifold or collected on the intake valve seats. This residue would also accumulate on the turbine blades whether it is a turbo- charged or supercharged vehicle. This has been known to give water injection a bad name. This is not the case with AquaTune Plus. AquaTune Plus pre-explodes the water, in other words, “cracking” the water, which gives a complete foundation for releasing the energy before and during the combustion cycle. When the “cracked” water collides with the fossil fuel, it rapidly expands the fuel giving it a higher BTU rate and maintaining a lower combustion temperature while giving a higher compression ratio and still lowering the oil temperatures by approximately 25 degrees. Here is how the processor is able to explode and crack the water: Water is brought through very precise jetting and then through a tuning fork. Incoming air traveling through intruded turbines hit the tuning fork at 1,200 feet per second, the water injection then travels down through a spiral chamber to the echo cracking chamber where it collides with a ram spiral air injection. Namely, two tornadoes colliding together at the same time; one, the spiral velocity chamber and two, the ram induction chamber. Hence, violently “cracking” the water. The injection is then brought into a precious metal grid hydrogen generator. The generator is powered up by a 12-volt battery and it is powered up only when the engine is running and shuts off automatically when the engine is shut off. Therefore, you never need to worry about the battery being drained or unwanted hydrogen being produced. The generator creates large concentrations of hydrogen on demand making the injection a very high potency injection. From here it then goes from the generator to the venturi injector nozzle. The incoming air passing the specialized venturi injector nozzle creates a vacuum zone which powers up the processor. This injection is quite explosive in the combustion chamber.

Four years of research and development makes AquaTune Plus the best system on the market today. It makes other water injection systems and hydrogen producing systems obsolete. For all intents and purposes, this is the only system that has the right to be called a fuel cell with hydrogen on demand. We are turning water into fuel, both today and in the future.

Sunday, June 6, 2010

Rotary Wankel VW oLdBeetle

ChrysLer Sebring, Pacifica

see it

VoLga Siber test Drive

see it here

VoLga GAZ 3115 Prototype

VoLga GAZ 3111 - Волга ГАЗ 3111

see it here

GAZ 5000 GL. New Russia's Volga (2 photos)

Yesterday in RuNet again en masse began to circulate photos of supposedly new concept of the Volga - GAZ 5000 GL. The car was described as the brainchild of young designers, brothers Bukin, and under the hood of this five-door sedan 3.2-liter engine. Two years later, remained a mystery whether this concept true or it just came up with someone from the outside.

SpykerPurchase of Saab

Victor Muller Of Spyker Cars Interviewed On Saab Future
February 23rd, 2010, 1:56am by Ryan - 11 Comments

Victor Muller of Spyker Cars has been recently interviewed on Saab’s future by Autocar in the U.K.

What made you want to rescue Saab?

It’s what I do for a living, though I’m a genuine car lover as well. Until I founded Spyker I was a pretty successful acquisitions lawyer and a financier. Some of the money I made, I managed to lose again on Spyker, though we now have an new direction for that company. But with Saab, I’m doing what I’m best at.

How will you know you’ve succeeded?

When Saab is profitable, and making the cars people want to buy. I estimate we’ll need a volume of around 100,000 cars, nearly all made in Trollhattan to pay for the infrastructure. The proceeds of every car we make over that will go straight to the bottom line.

What will the model range consist of?

We’ve got a new 9-5 ready to go, the 9-4X SUV is coming towards the end of the year. The 9-3 is our staple model, and still has life in it. And at the moment I’m driving a design for a new small car.

Are you playing a role in the design process?

Sure, I’m doing things with it every day. It’s going to be the coolest thing since the Mini. I carry renderings of the latest designs with me, and I talk to the Saab guys all the time. I want it to be influenced by the first Saab, in fact my codename for it is 92, like the first one. It uses the original teardrop shape; the aircraft with no wings. That’s where Saab cars came from.

When will it hit the market? Will your partner be GM?

Too early to say. I’ve been working full-time on the deal and that’s not done yet. We will need a partner, but it would be extraordinary to go announcing partnerships before you own the company. But I can tell you this is going to be a hyper-modern, super-cool car, every bit as iconic as the Fiat 500 or Mini or Beetle. Everyone’s going to want one, and it’s long overdue.

How have the Swedes taken the news?

People talk about cold, unemotional Swedes: I didn’t see any of that. They were overjoyed; you can see it on YouTube. We made our announcement on 26 January, and ever since the dealers have been referring to it as Independence Day.

How will you bring the customers back?

That’s the simplest job we have. I believe they’ll flock back in hordes. There are 1.5 million Saabs on the road, and 4.5 million people with recent Saab experience. I don’t actually need any new customers to do this; I just need my old customers back!

Who will own the company?

Saab will be a publicly listed company. I’ll control around 30 per cent, and there are other major shareholders that account for about another 30. The rest will be held by lots of other small shareholders who believe in what we’re doing.

Who will manage the Saab?

The future management is the one you already know. Jan Ake Jonsson is CEO of Saab Automobile NV. He’ll be back on the board within a week. He has lots of experience, and heads a great team.

Can Saab and Spyker live together?

Let’s get this straight: Spyker is not acquiring Saab. This is an acquisition by shareholders. Saab’s management won’t be Spyker’s management. However, it’s true that one big beneficiary of this deal will be Spyker, which will have a powerful new ally with crash facilities, a wind tunnel, 1100 dealers – stuff it could never have dreamt of. But above all, Saab will continue to be Saab, and we will be good shepherds.