TorqTec diesel solutions


PRODUCT INFORMATION

DH  SERIES  :

This electronic device is used in vehicles equipped with conventional Bosch or Lucas injection pumps VW Golf 90, 110 CV, etc. ). In this case, the enhanced performance is achieved by dynamically matching the response of the injection pump's fuel regulator to the control device, which thus adjusts the amount of fuel delivered by the pump.
The increase in power is thus achieved by indirect analog control of the injection pump.
This system of injection is increasingly rarely used by the manufacturers and has been replaced by the "injector-pump", "VP pump" or "Common rail" systems.

VP SERIES  :

This electronic device is used on vehicles equipped with Bosch VP 44 radial piston pumps (e.g.: Audi / VW V6 2.5 TDI, BMW 320d, Opel DTI, Ford Focus 1.8 DI). In this case the operating data (obtained in real time) are adjusted on the digital data bus (CAN-Bus), resulting in increased power through active control of the fuel delivered by the injection pump.
Principle of operation of the Bosch VP distributor pump.

What is the VP pump?
First sold in 1996, the VP pump was the first electronically controlled pump with a high pressure solenoid valve to measure the amount of fuel injected to each cylinder with extreme accuracy and at a very high injection pressure (over 1,800 bars). New VP pumps are fitted with a monoblock injection system containing the pump and the electronics.
At the current level of development, the VP 44 axial piston distributor pump achieves an injection pressure of over 1,800 bars at the injector. Its hydraulic efficiency has been optimised to give a driving torque that is the same as that of a traditional distributor pump, despite a considerable increase in pressure. The fuel is metered via a solenoid valve. A minute but precisely metered amount of fuel is pre-injected to reduce combustion noise. New generation VP 44 pumps have a computer mounted directly on the pump casing that controls the injection and engine functions, removing the need for a separate computer for the engine and making for a very compact, complete system. (Source: BOSCH)
Makes: Audi V6 TDI, BMW 320D 136 CV, Ford Focus, Nissan, etc.

CR SERIES :

This electronic device is used in vehicles equipped with the common rail injection system. The increase in power is obtained by directly controlling fuel delivery by adjusting the characteristics of the injection solenoid valves according to the initial parameters

What is Common Rail?
In 1997, Bosch began mass producing the Common Rail accumulator injection system. With injection pressures of up to as much as 1,350 bars, new high pressure pumps and even more efficient control modules, the latest generation of Common Rail systems makes engines even cleaner, quieter and more powerful than before.

In the Common Rail system, a high pressure pump compresses the fuel and delivers it to the high pressure accumulator called the "rail". The fuel is injected into the combustion chambers in exact amounts with precision timing by injectors controlled by solenoid valves. Common Rail is the only injection system in which the fuel pressure is independent of the injection sequence, in such a way that the injection pressure can be freely chosen over a range of between 250 and 1,350 bars as defined by the engine mapping. The pressure is measured in the rail by means of a sensor and is constantly applied to the injector. The opening and closing of the injectors is hydraulically controlled – by the actuation of the solenoid valves. Pre-injection and main injection are controlled by cyclical actuation of the solenoid valve. Minimum injection rates of 1 to 2 mm/stroke are obtained with switching times of less than 200 micro-seconds.
But this does not mean that Common Rail technology can be developed no further. Indeed, Bosch is currently developing a piezo-electronically actuated Common Rail system which will achieve much higher operating speeds than those of the solenoid valves used today. This innovative technology will open up new possibilities, which constitutes an enormous advantage in order to be able to meet the ever more demanding pollution reduction standards of the future. (Source: BOSCH Web site)

IP SERIES :

This electronic device is used on vehicles equipped with unit fuel injectors. The power increase is obtained in a similar way to the common rail system
Special feature: our injector-pump units are compatible with all VAG 4 cylinder models (a single unit for the 115-130-150 … HP models).

Principle of the unit fuel injector
The Unit Injector System
At the end of 1998, Bosch began mass production of the solenoid valve-operated single-cylinder system, the Unit Injector System (UIS). The main technical innovation of this system is the very high pressures it can achieve (in excess of 2,000 bars) and that no other system is currently capable of achieving. Added to the reduced injector orifice, this allows a very high quality spray of fuel, and thus optimum combustion. This system consequently gives exceptional results in terms of power, low speed torque, consumption and, of course, cleaner exhaust fumes.

How does it work?
With a maximum pressure of 2,050 bars, this system has the highest pressure potential of all injection systems. In the UIS, the pump and the injector form a single module, meaning that there are very few high pressure-transmitting components. There is one module per cylinder, which means that the system can be used in engines with any number of cylinders. (Source: BOSCH)

The manufacturers' ABS and ASR settings, as well as those of the other sensors remain unchanged, which ensures genuine safety of use.

The Torqtec Module does not alter the exhaust fume characteristics

Driving:
On the road, the increased power and torque can be felt throughout the engine’s range, giving gradual, regular acceleration under all conditions The engine’s response is smooth and immediate, with no misfire or sudden unexpected surges of power. The car’s handling thus becomes significantly sportier than before but with the an equal or possibly greater level of driving comfort. As for fuel consumption, it remains virtually the same, unless the driver allows his right foot to become a little too heavy on the accelerator pedal.




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