TURBOCHARGING ~ CITROENA CX TURBO CITROEN PUBLIC RELATIONSTURBOCHARGING Turbocharging makes use of energy stored in the exhaust gases to force-feed the engine with air/fuel. This results in greater power and torque by comparison with a conventional, normally aspirated engine. Contents CITROEN CX 25 DIESEL TURBO .........c.ceeseeeseeceees 3 FS GCSE] CH GINS: scsinssciisirnicsnnniuiven.ses-civaithosion ss Sammawnaemwnms 3 Turbocharging and the diesel engine...................0000000 4 The turbocharger 5 The fuel injection pump.. 14 Turbocharging and the CX Diesel oD Benefits of the CX 25 RD and TRD TURBO » 26 Technical specifications of the CX 25 RD GOCE) ERIS) occs enc svisaseraasaadeda denna sienrtigenstnien oanaitey 28 CITROEN CX 25 GTI TURBO ........cccscccsccceseeeeees 31 Me petrol SN PINE seo cesmswocmnascwsareriveuesasecterswsearaaies 31 Turbocharging and the petrol engine .............0...ceeeeee 33 MIG tor bOChanger ...cesksence sear eso camee tenamicemas eres 33 BEL SU DLY- sro iatincinea lesainaies tnionreaeteeaupicieinaria range kwemtinins 36 Turbocharging and the CX 25 GTI .........ceeeeeeeeteeeeeee 37 Benefits of the CX 25 GTITURBO. Technical specifications of the CX 25 GTI TURBO... TECHNICAL SPECIFICATIONS OF THE NORMALLY ASPIRATED AND TURBOCHARGED CX 25 MODELS 43 English translation by J. DanielsCITROEN CX 25 DIESEL TURBO The cars are fast, responsive, comfor- table and distinctive. They owe their po- sition in the market to the development of the turbocharged diesel engine. The two cars have exactly the same me- chanical specification but differ in detail both inside and out. Always economical, and increasingly fast, diesel-engined passenger cars have enjoyed increasing succe: since 1974. The diesel car owes this improvement in its image to technical development of the engine and its accessories, with the following results: better and quicker cold starting, better performance, lower noise levels, lower smoke emission... s especially It also owes much to the fact that today, the diesel-engined car is trimmed, styled and equipped to exactly the same stan- dard as its petrol-engined equivalent. THE DIESEL ENGINE The diesel is a heat engine which functions on diesel oil (DERV). When this is injected into the combustion chambers, it is ignited entirely through the increase in temperature brought about by the compression of air in its cylinders, Principle of operation ‘The compression ratio of a diesel engine is high (from 18:1 to 22:1) and at the top of the compression stroke the pressure of the air in the cylinders exceeds 400psi, while its temperature reaches 550-600'C. Diesel oil is injected and is ignited as it becomes atomised The diesel engine works on a four-stroke cycle slightly different from that of the petrol engine. Four-stroke diesel engine cycle (Editechnic. Citoen 84.161-2) injection pump 3- Injector 4 Gasol i Combustion the inertia of the main rotating assembly In theory, 15.84 grams of air are needed to burn 1 gram of diesel oil complete In practice, it is more usual to supply about 25 grams of air for each gram of diesel oil. Thus the diesel engine runs a permanently weak mix- ture, which allows for good mixing of air and fuel. The presence of excess air ensures more complete combustion and also helps to lower exhaust emissions but it does imply a power penalty. The power itself is given by the product of torque output and engine speed: P=CXN Thus the power is dependent on: © the engine speed (N) whose limits are fixed by (crankshaft, connecting rods, pistons). In the case of the diesel engine, this inertia is greater @ the torque (C) which depends amongst other things on the force exerted on the piston during the combustion process and the expansion of gas during the power stroke. This force depends on the efficiency of combustion and therefore on the effective filling of cylinders and mixing of air and fuel. Efficiency The overall efficiency of an engine (r) is the ratio of the power which actually emerges from the engine (crankshaft) to the theoretical power available in the fuel supplied. The overall effi-ciency is the product of three further efficiency ratios: = mth xmCyel xm where nth = thermal efficiency, yCycl = cycle efficiency andym = mechanical efficiency. The overall efficiency tends to improve as compres- sion ratio is increased. This means that the diesel is noticeably superior (30-35%) to the petrol engine (28%) Fuel consumption The diesel engine offers better fuel consumption thanks to its higher thermodynamic cycle effi- ciency, which is due to its higher compression ratio (22.25:1 in the CX), while petrol engines are limited to about 10:1 by the onset of detona- tion or «knocking» TURBOCHARGING AND THE DIESEL ENGINE In order to meet the needs of all diesel car owners, one must acknowledge that many of them come from petrol-engined cars. Such owners will have acquired a taste for perfor- mance even if they are now seeking economy. It was therefore necessary to improve the perfor- mance of the car without penalising the fuel consumption. Although substantially improved in the last few years, the performance of the diesel engine remains low by comparison with the petrol engine. The new diesel concept Until recently, diesel engines achieved accep- table performance through the use of relatively high operating speeds, but at the expense of torque, the formula of relationship being: Power = C Torque x N Engine speed Today, for reasons of economy, a new genera- tion of diesel engines is appearing. In these, the torque is higher and running speeds are lower, leading to lower mechanical losses and a corres- ponding increase in efficiency for a given power output. The points A and B are on a curve of constant power P = C x N (Figure 1). Figure 1 (Editechnic, Citrosn 84.164-1) Torque: Constant power curve \ \ Sian A conte S Torave Increasing specific consumption: ld concept Engine speed On this curve, point A is better situated: torque is higher than at point B and corresponds to a lower speed, placing it in the zone of minimum specific fuel consumption (Cs mini). Acceleration reserve While this new concept allows the use of higher gear ratios, it also results in a lower reserve for acceleration in the speed range which represents the difference between the distances of points A and B from the maximum torque point (Figure 2). Thus, for the same car speed but at a lower engine speed, some means of increasing the en- gine torque Output must be found in order to regain an acceptable reserve of accelerationFigure 2 (Editechnic. Citroén 84.164-2) Torque Engine speed How to increase the torque of a diesel engine? Knowing as we do that the torque is originally derived from the heat which results from the burning of diesel oil in ai is clear that we need to increase the charge to be burned. It is easy enough to increase the amount of fuel injected, but that is still dependent on the amount of air, to which it must be adjusted. It is therefore necessary to increase the amount of air entering the cylinders in a given time, and there are seve- ral ways in which this can be done: @ increase the swept volume — but this makes the engine bigger and heavier. © increase the density of the admitted air by cess. ‘This is supercharging. Supercharging? One of the peculiarities of the diesel engine is its need for an increased quantity of air to ensure the combustion of injected fuel. In a normally aspirated diesel engine the air intake is limited and only allows the combustion of small quanti- ties of diese} fuel, therefore reducing the maxi- mum torque and power obtained. The solution is therefore an additional air intake. The adop- tion of good quality manifolding and high throughput air filters contributes, by increasing the air flow, to improve the output of certain engines. Thisis the case with the engine fitted to the CX. The real solution to the problem rests with the addition of a supercharger system There are two basic methods: © by supercharging or driving the compressor mechanically. This method absorbs part of the power produced by the engine but has the advantage of supplying boost as soon as the engine is started. © tousevaturbocharger, driven by the energy of the exhaust gases (“free” energy) with no absor- ption of engine power, but with the drawback of low efficiency at very low operating speeds. THE TURBOCHARGER The turbocharger is made up of two wheels, one turbine and one compressor running on a shaft. The first of these wheels (turbine) is driven by the action of exhaust gases whereby one also recovers some energy. The motion obtained in this way is transmitted by a shaft to the compres- sor wheel which acts on the inlet air, compres- sing it-by virtue of its speed of rotation (up to 110000 rpm). In order not to exceed the mecha- nical limits, a threshold is fixed on the superchar- ging. At that point a waste-gate intervenes and redirects the surplus gas back into the exhaust system, allowing only the volume of gas to pass the turbine as has been found optimum during research. \Turbocharger (Citroen 83 39-2) DESCRIPTION A turbocharger consists essentially of an assembly of three housings © ® © a rotating assembly @ a pressure regulator © Turbocharger (Editechnic. Citroén 83.25-6) The housings These enclose the rotating assembly and, partly, the control system also. They are three in num- ber © the turbine casing ©, within which the exhaust gas flows and drives the turbine wheel Juminium alloy, turns to create © the compressor casing ® of within which the compressorthe incoming airflow © the intermediate casing © in cast iron house: the t assembly ©, and ings for the rotating Turbocharger operating principle (Eatochne Cttoon 83:25-10) g and thermal insulation ) and the compressor cas- provides both seal between the turbine ings ©. ‘The rotating assembly (below) This consists essentially of two wheels © and @ mounted on a shaft ® which turns in two bea- Description of the turbocharger (Editechnic. Citroen 83:25-7) rings ©. The turbine wheel © which receives the force of the high-temperature exhaust gas (750°C in the HHCX Turbo Diesel), is made of a special nickel- chrome-iron alloy able to withstand such tempe- ratures. It is friction-welded in place on the shaft @®. Because of the extremely high speeds at which this turbine-shaft assembly can run (up to 110000rpm in the CX) it is perfectly balanced by grinding the rim of the wheel. The compressor wheel @ is of aluminium alloy. The shaft is located by and turns within two floating bearings ® of tin-coated bronze, which are able freely to adjust their clearance between both the shaft and the central housing. These fluid bearings, which therefore rotate at much lower speed than the shaft, are lubricated through a circuit ® supplied from the main en- gine oil system. ‘The waste-gate engines It comprises a control box and a valve. The control box © encloses a flexible membrane @ which divides the space inside into two cham- bers. A and B Chamber A is connected by a flexible pipe @ toa point downstream of the compressor, that is to say, between the compressor and the inlet ports Description of the pressure regulator (Editechnic. Citroen 83.25-1) Thus the pressure within chamber A is that which exists in the pressurised inlet manifold. Chamber B is vented to atmosphere through an orifice in its housing and contains a spring @ of which one end is attached to the turbine housing © and the other to the membrane @. The valve © is free to move lengthwise and follow the movements of the membrane, to which it is attached. The screw ® allows initial setting of the spring during assembly. In order to cool the stem of the valve, the air in the pressure chamber A is allowed to pass through a passage in the stem ® and then into another chamber C from which it escapes to atmosphere by virtue of the pathway between the valve guide and valve stem, Drilling ® leads to atmosphere (chambre E). ‘The two channels D and E are connected by the action of opening the valve. OPERATION Turbocharger ‘The gaseous products of combustion can achieve temperatures of 750°C and a maximum pressure of 18psi (1200mb) in the CX Diesel Turbo They leave the engine through the exhaust man fold, and the turbocharger turbine casing © ins- talled between the inlet manifold and the ex- haust system, ‘The gases impinge on the turbine wheel so that as their pressure increases, the wheel ® turns faster. The pressure is greatest at high engine speed or load. Finally, the gases escape into the exhaust system The rotation of the turbine in turn causes the compressor ® to rotate in its own separate hou- sing ®, since the two wheels are joined by their common shaft ©. As it turns, the compressor at its centre creates a low-pressure zone which be- comes deeper with increasing speed. Air under atmospheric pressure passes into this zone, from which it is extracted by the fins of the wheel, diffused into the casing and fed to the cylinders so that they are in effect force-fed with air under pressure. The quantity of fuel injected, which depends on the amount of air, may there-(Operating principle of the turbocharger (Editechnie. Citroen 83.25-15) fore be made greater. It is however necessary to limit the supply pressure to a maximum value of lipsi in order to avoid resulting combustion pressures which could over-stress the engine The imposition of this limit is the role of the waste-gate Waste-gate The pressure within chamber A is the boost pres- sure, admitted via the connecting pipe. The (Operating principle of the pressure regulator (Editechnic. Citroen 83.25-1) — Se ae membrane @ is therefore permanently subject to two opposing forces: F which is the system pres- sure in chamber A and FI which is the force exerted by the spring @ in chamber B. The valve ® whose stem is attached to the membrane. follows its movements ‘Thus for ¢ F< FI, the valve remains closed. All exhaust gas is fed through the channel D to the turbine @.10 (Operating principle of turbocharging on the CX Diesel Turbo (Editechnic. Citroen 8325-5) @ F>FI, the valve opens more or less according to the value of F. Part of the exhaust stream is then admitted to the channel C, and this ensures that the speed of the rotating assembly does not exceed the design point, which in turn ensures that the maximum boost pressure of I Ipsi in the CX Diesel Turbo is not exceeded. ‘To sum up ‘The turbocharged engine has two working pha- ses one in which the air entering the engine is at less than, or is equal to atmospheric pressure. In this phase the CX Diesel Turbo engine behaves in the same manner as the naturally aspirated CX 25 D engine: power and torque are identi- cal. nother in which the air entering the engine is at a pressure greater than atmospheric. which ‘occurs at any engine speed above 1000rpm in the CX. In this phase the improvement in perfor- mance is considerable, and includes: © 2.47% increase in peak torque from 111 Ib ft to 159 Ib ft at the same speed of 2000rpm. a 30% increase in maximum power from 7SBHP to 9SBHP, with the further advantage of a reduction in the peak power speed from 4250 to 3700rpm. ADVANTAGES AND DRAWBACK OF THE TURBOCHARGER © The use of a “free” energy source which per-mits the attainment of the same power and tor- que as a much larger engine, without changing any major dimensional characteristics. Disadvantage A small torque disadvantage compared with a larger engine of otherwise similar characteris- tics, because of the lack of flow (and hence of pressure) through the turbocharger at very low engine speeds (Figure 3) Figure 3 (Editechnic. Citroen 84.164-3) Torque} Increase in swept volume Decrease of torque ea, ~~, Turbocharged r Naturally aspirated a ~s, Engine speed Boost pressure regulation The loss of torque at low speed can to some extent be overcome by the adoption of a bypass valve in the turbocharger exhaust system. The air delivered by the turbocharger depends on the speed of the compressor, which in turn depends on the speed of the turbine Figure 4 (Eeitechnic. Citroen 84.164-4) Air pressure ‘Small turbine Ag Large turbine Engine speed ‘The pressure achieved at A is the highest permit- ted boost pressure. A large turbine is best for achieving the value A at high engine speeds, but delivers low boost pressures at low speeds. On the other hand. a small turbine responds Figure 5 (Editechnic. Citroen 84 164-5) Air pressure - - Small turbine with bypass valve Large turbine Engine speed much better at low speeds but cannot meet de- mand at high engine speeds (Figure 4). A good compromise is to use a relatively small turbocharger in conjunction with a waste-gate or pressure regulator which diverts exhaust gases above a certain boost pressure (Figure 5). THE CITROEN TURBO DIESEL ENGINE, With the increase in power made available by turbocharging, most manufacturers have benefi- ted by equipping relatively small capacity en- gines — the limitations of which require an in- crease in rpm (maximum power being obtained above 4000rpm). Citroén on the other hand uses the turbocharger on a larger capacity engine (2500 cc) which gives a number of advantages: ansincrease:in/power-output: 95 BHP (DIN), an:impressive:torque:figure® 158 Ib.{t (DIN). ‘These power and torque figures have been achieved at very low engine speeds: 3700 rpm for maximum power. 2000 rpm for maximum torque.CX 25 DIESEL TURBO: drive train (Citron 83.25-9)As well as the turbocharger itself, a high- performance fuel injection pump is a vital part of the turbocharging system as a whole. Citroén has therefore used the DPC pump, the second-generation automotive diesel pump ma- nufactured by CAV RotoDiesel. Smaller, and further developed than the first-generation DPA, THE FUEL INJECTION PUMP pump which equips the naturally aspirated CX Diesel, i itsipurpose: It is equipped with a “boost pressure related fuel delivery system” which consists of an hydraulic unit whose extremely low inertia makes it capable of rapid response otoDiesel injection pump (Citroen 83.49-9) OPERATION © The pump and distribution section is contained within a rotor which, driven by the engine, distri- butes fuel to the cylinders. The pumping section is made up of two pistons, each free to slide in its housing, and whose distance apart depends on centrifugal force and on the pressure of the fuel entering the section. This pressure is known as the “delivery pressure” and is generated in the first place by the “transfer” pump. This main- tains in the first circuits of the pump, a fuel Operating principle of RotoDiese! injection pump (Editechnic, Citroén 84.164-6) 1 - fuel tank 2- ue! fiter 3 priming pump 4 regulating valve 5 transter pump 6 - cutout electrovalve 7-- hydraulic head 8- regulator high pressure transfer pressure EE metering pressure =I internal pressure supply pressurepressure which is higher and which varies accor- ding to the speed of the engine: this is the “trans- fer pressure”. The transfer pressure is then more or less adjusted by operation of the delivery valve. Its operation may be either by the centri- fugal governor (coming into effect at slow- running and at maximum engine speed), or di- rectly by the accelerator pedal, anywhere between the two operating extremes. Thus the pressure and flow of fuel entering the pumping element varies according to the engine’s working conditions. Pump system: operating principle (Editechnic. Citroen 84.164-7) ‘The pump sys © Filling stage The entry port in the rotor © is opposite the delivery channel C1. Fuel at delivery pressure fills the rotor, pushing the two pistons @ apart. ® Injection phase As it turns, the rotor © shuts off the entry chan- nel and opens up the distribution channel C2 which leads to the injectors, and through which the fuel, now at high pressure, discharges itself. em operates in two stages: rotor ® piston C1 - delivery chane! C2.- distribution chanet This increase in pressure is brought about by a cam-ring O whose ramps ® force the pistons © together once more. The high injection pressure is dependent upon the setting of the injectors. Remarks At idling speed, the delivery and transfer pres- sures are low. When acceleration is demanded by the pressing of the accelerator pedal, it rapi- dly opens up the delivery area of the valve, the delivery pressure increases and more fuel is deli- vered to the pumping section. The engine speed rises until it reaches the value demanded, after which the reverse action takes place. Injection advance The basic injection timing is set according to the running conditions of the engine. In order to modify it, the cam ring @ which carries the four ramps @ (one for each cylinder) is connected via the ball-joint ® to the advance mechanism. This is controlled by the transfer pressure which can therefore vary the relative angle of the cam ring and the pumping section. The variation is rela- ted to the engine speed. In effect, the ball-joint is Pump system: description (Editechnic. Citroen 84.164-8) 1 =ringotcames 2-ramp 3- pistons 15Injection advance corrector (Editechnic. Citroen 84, 164-9) subjected to two opposing forces, one exerted by the piston ® which exerts fuel transfer pressure, and the other by the spring ® and to which can be added the pressure of the fuel on the piston guide @ of the spring. Depending on the relative size of the two forces, the ring will take up a different position, ensuring that injection commences at the optimum moment. An hy- draulic mechanism combined with the injection advance but connected to the accelerator pedal also allows the relative position to be modified according to the load placed on the engine. OTHER MECHANISM! The DPC pump from CAV RotoDiesel is a particularly high-performance unit which en- sures the optimum operation of the engine in all running conditions. It achieves this by varying the flow of fuel and the timing of the injection. Among its other mechanisms, the action of which is illustrated here, are: © Overload mechanism which eases engine starting by ensuring large additional fuel supplies at low speed only during the starting phase © Automatic retard mechanism which delays the beginning of injection at speeds below the set idling speed (during starting). © Slow-running speed increase at low coolant temperature which increases the slow-running speed by 50% when the engine is cold, in order to ensure nor- mal operation after starting, and maintains higher speed until normal operating tempera- ture is reached © Mechanism for advance as a function of speed which ensures that injection takes place at the optimum moment throughout the engine speed range. © The low-load advance mechanism which advances the injection timing throughout the speed range as long as the engine is on low load, in other words when little injection is ta- king place. Its action overrides that of the me- chanism controlling advance as a function of speed. © Anti-stall stop which ensures a minimum or “residual” flow of fuel during emergency braking to ensure that the engine does not stall. © Electric fuel shut-off valve which stops all fuel flow, ensuring a clean engine stop as soon as the key is turned off © The mini-max regulator which ensures there is no “dead” travel in the accelerator, in order to reduce sudden accelera- tor movements, improve fuel consumption and make driving more pleasant © Boost pressure sensitive fuel flow corrector mechanism which progressively alters the fuel flow asa func- in the i ifolde CAV RotoDiesel developed this mechanism for the CX Diesel Turbo. Its good performance and rapid response is based on hydropneumatic tech- nology Operation flow corrector carrier The volume of fuel injected depends on the dis-Fuel tlow corrector mechanism (Editechnic. Citroén 84.164-10) Boost pressure ae mi Boost suraimentation tance between the two pistons © in the pumping section, In the DPC type pump as modified for a turbocharged system, this distance itself de- pends on the movement of a carrier @ travelling on a ramp ® to increase or decrease the may mum piston travel. The carrier is subject to two forces, one exerted by a spring ® and the other by a plunger ®. © flow corrector Its container encloses a spring ® which main- tains a constant pressure Pr. on a moving central base ®. This base causes a slide valve ® to rise or fall, and this in turn more or less obstructs a channel Cl. This channel, when it is fully or partly open, allows the pressurised fuel trapped between the slide valve ® and the plunger @ to escape. The movements of the base are controlled by two membranes of differential section m1 and m2 which are attached to it. Between the mem- branes is a chamber A which is connected with Key to circuit colours (pages 18 to 22 Different colours represent the circulation of [iW fuel in the pump according the use of each | circuit and of the fuel circulating. Pump feed Transfer and advance correction Return to tank Delivery EoeEe Injection the inlet manifold, or in other words to the tur- bocharger outlet. The air in the chamber is at the same variable pressure as the boost pressure itself. When the pressure in chamber A changes, the base moves and the slide valve allows more fuel into the “plunger pressure chamber”. Be- cause of the progressive way in which the chan- nel C1 is closed off, the result is a change in the pressure on the plunger ®. The carrier, under the influence of its spring ® and of the force exerted by its plunger ®, moves in one direction or the other according to the plunger pressure and in so doing, alters the fuel flow. ‘To sum up, the turbocharger boost pressure go- verns the movement of the carrier, and therefore the amount of fuel injected. OPERATING CASES Five operating cases explain the rules governing fuel delivery and injection timing in the CX Die- sel Turbo engine (see pages 18 to 22) Delivery-injection Inside circulation and lubrication Plunger feed Each colour darkens according to fuel pressu- re: the higher the pressure, the darker the colour. Blue stands for the air, pale blue representing the air under atmospheric pressure. |Ist phase: Starting © Fuel flow correction Engine speed during this phase dictates a low transfer pressure which is insufficient to move piston © of valve ®. For this reason, fuel contained in the pump is at low or residual pressure. The air enclosed in chamber A of the flow corrector @ is at atmos- pheric pressure and the flow corrector piston © obstructs the channel Cl via the slide-valve ©. With no pressure beneath the slide-valve ®), the spring ® moves the carrier @ to allow the largest possible piston ® movement within the pumping section, so that the flow is at a maximum: this is the excess delivery which eases starting. © Advance correction Since there is no pressure acting on the piston ® of the advance corrector mechanism, the cam ring @ which determines the injection timing is held in the “fully retarded” position in respect to the sense of rotation of the pumping section. Starting: operating principle (Esitechnic. Citroén 84.164-11) A Pump feed Transfer and advance correction Return to tank Delivery Po aay | Injection Delivery-injection Inside circulation and lubrication Plunger feed2nd phase: Slow running © Fuel flow correction As the speed of the engine increases, the “trans- fer pressure” begins to build up. Once this has displaced the pressure relief valve @, it can be felt in the circuit of the boost pressure corrector. The channel C1 being closed, this pressure — which attains its maximum value by the time slow-running speed is reached — is transmitted to the plungers © and thus to the carrier ®, reducing to the minimum the distance between the two fuel delivery pistons ©, giving minimum fuel delivery. Note the jet ® which limits the loss of load Since the throttle-chamber @ attached to the accelerator lever is open, it allows fuel to recir- culate in the body of the pump. Advance correction Having displaced the pressure relief valve ®, the fuel also exerts pressure in the circuit feeding the advance corrector mechanism. Here it causes the piston ® to move and thus to displace the cam ring @ in the “advance injection” sense — refer to the previous section — and this comple- tely collapses the spring @ and overcomes the “maximum retard” state set up during the star- ting phase. ‘Slow running: operating principle (Editechnic. Gitroén 84.164-12) Pump feed Transfer and advance correction Return to tank Delivery Boost pressure Injection Delivery-injection Inside circulation and lubrication Plunger feed 193rd phase: Acceleration (Engine speed: 1000 © Fuel flow correction The operation of the accelerator pedal increases flow through the supply section of the valve @ The increased fuel flow which results in order to achieve the acceleration also increases the speed of the engine and therefore the transfer pressu- re. This pressure is regulated by the relief valve @at all times. At the same time, the turbochar- ger is boosting the air pressure to the engine. The pressure rises in chamber A of the flow corrector @, the piston ® partially unblocks the channel C1 and allows the pressure within the circuit of plungers © to fall. This causes move- ment of the carrier to increase the travel of the rpm and full load) fuel delivery pistons ® and thus deliver extra fuel in response this time to the boost pressure. © Advance correction In this phase, the operation of the accele pedal pushes the throttle chamber @ to its ‘ sed” position. Pressurized fuel is boosted to each side of the advance mechanism. Transfer pres- sure is exerted by the spring @on the piston @ to adjust the start of injection to the engine speed. The transfer pressure caused by the closure of the throttle chamber (9 also drives the piston guide @ against its stop. The start of injection is thus corrected as a function of the load. ‘Acceleration: operating principle (Ezitechnic. Citrobn 84.164-13) Ur Pump feed Transfer and advance correction Return to tank Delivery Boost pressure Injection Delivery-injection Inside circulation and lubrication Plunger feed4th phase: Part-load steady speed (e.g. constant 50 mph in Sth gear) © Fuel flow correction In these conditions, the turbocharger overfeeds the engine with air and supplies pressure (about 30% of the maximum pressure) to chamber A of the flow corrector, which causes the slide valve ® to block the channel C1, thus determining the plunger pressure and a position for carrier ® ‘This new position of the carrier allows an addi- tional flow which is immediately available in case of accele: Partsload steady speed: operating principle (Editechnic. Citroen 84.164-14) Pump feed Transfer and advance correction Return to tank Delivery © Advance correction In such conditions of steady speed, the throttle chamber @ is kept open, causing the pressure on the piston @ to fall. Additional advance be- comes available, providing optimum timing of injection beginning Incase of acceleration, this additional advance is suppressed in order to adjust the beginning of injection to full load conditions, as in phase 3 Boost pressure ee Injection Delivery-injection Inside circulation and lubrication Plunger feedSth phase: Maximum speed and full load © Fuel flow correction Holding the accelerator pedal fully depressed demands the complete opening of the delivery valve (8) and the closure of the throttle-chamber @®. The fuel entering the pumping section is at maximum pressure in response to the demand. ‘The boost pressure also attains its maximum value and the slide valve ©, controlled by the flow corrector, completely opens the channel C1, allowing all pressure to escape from beneath the plungers ®. The spring ® therefore reposi- tions the carrier @ so that the fuel delivery pis- tons © are permitted maximum travel. In summary, full flow is obtained by virtue of two complementary operations: — the complete opening of the delivery valve @) — the full movement allowed to the fuel delive- ry pistons ® © Advance correction Following the closure of the throttle chamber®, full fuel pressure is exerted on the piston to drive the spring @against its stops. Transfer pressure, at its maximum as in all working conditions, acts on the advance piston ® against its spring to achieve the maximum advance as a function of speed Maximum speed and full load: operating principle (Editechnic. Citroen 84,164-15) Pump feed Transfer and advance correction Return to tank Delivery a H Sy ‘wuammenaag 1 KS nS Boost pressure Injection Delivery-injection Inside circulation and lubrication Plunger feedTURBOCHARGING AND THE CX DIESEL © Larger-capacity air filter with paper cartridge in place of the double foam type, to improve the capacity of the system and allow full boost, Dele- tion of the resonator box. © New inlet manifold design to accommodate turbocharger installation. Exhaust system ‘This was modified to allow greater mass flow and therefore better escape of gases to atmosphere. Exhaust manifold design changed to accom- modate turbocharger. © Pipe size downstream of turbine 2in instead of 13/4in (52mm vs 45mm). Fuel supply system © The supply lines beneath the body are of lar- ger diameter, with pipes of 8-10mm diameter instead of 6-8mm. This reduces the pressure drop before pump delivery, and improves cold starting The fuel filter is doubled in volume. © The pump: because its delivery rate depends closely on the amount of air entering the engine, the pump has been the subject of a total rede- sign. Thus the DPA (Distributor Pump series A) made by RotoDiesel has been replaced by the DPC, a second-generation pump which is more compact yet offers better performance. A num- ber of systems act on the rate of fuel delivery and the injection timing to ensure proper operation of the engine through the entire range of speed and load. © The injectors differ in their lift pattern. The higher spring rate, 135-140 bars increased from 115-120 bars, and a lower injector needle lift allows an improvement in injection in a shorter time, providing better atomisation. Engine © The compression ratio is lowered from 22.25/1 to 21/1. The lowering of the compression ratio has been made to limit combustion chamber pressures. This lowering of the compression ra- tio on the CX Turbo does not compromise cold starting. The CX Turbo starts from cold without problems down to — 28 °C. © The crankcase is reinforced. The crakshaft bearing housings are increased in size: 67 mm against 64 mm Reinforcement of the cylinder head bolt threads on the cylinder block, which are ribbed differen- tly to avoid distortion of the cylinders. New front cover to accept a camshaft driven by a toothed belt to replace the gear-driven type. The cylinder liners thickness is increased by 1.5 mm. Reinforced crankcase (Eitechnic. CitroBn 84.164-16) Normally aspirated engine Turbocharged engine© The crankshaft is reinforced Increase in diameter of the bearing shell: 67 mm | Reintorces crankshatt (Editechnic. Citroén 84.164-17) from 64 mm. Reinforcement of the webs. Reduction in the reciprocating mass © The connecting rods are reinforced. Elimination of the oil spray drilling in the base of the piston linking with the web of the connecting rod ©, Gudgeon pin bore increased from 30 to 32 mm. Reinforcement of the connecting rod at the small end ®. Bi: end cap bolts increased in size Reinforcement of the bearing shells, which also change from aluminium-tin to copper-lead and no longer have the oil groove, The smooth bea- ring-shells have an increase in effective surfac therefore reduces the individual loa area whic ding. +2mm Normally aspirated engine © The pistons are changed from alloy AS 12UN to AS 18 UNG. This gives better resistance to malformation due to thermal shocks during manufacture. As these pistons are now less re- ceptive to machining operations, their ring grooves are made of cast iron ©. To accept the higher thermal loads, a layer of Turbocharged engine aluminium 40 microns thick is hard-anodised on- to the piston crown by electrolytic deposition ®. The N° 1 piston ring (fire ring) is a double tra- peze of greater area, reinforced with 0.1 molybdenum. The gudgeon pin in increased in diameter from 30 to 32mm‘Changed pistons (Citroen 84.164-18) Normally aspirated engine © The cylinder head is strengthened. The material is changed: stabilised A-S 10 UNG is replaced by hardened A-S 7-G03 — a higher- rength alloy already used for the rear suspen- sion arms of the CX Alll lands in the cylinder head face are widened from a minimum of 10mm to 14mm in places where sealing is important Reinjorced cylinder head (Citrobn 84.164-19) Normally aspirated engine Turbocharged engine The 17 columns supporting the cylinder head bolts are strengthened: their exterior diameter is increased from 22 to 26mm to withstand the higher head bolt torque which increases from 72 Ib ft to 108 Ib ft New foundry techniques applied to the casting of the inlet and exhaust passages have eliminated constrictions at the core meeting-points Turbocharged engine | © The head gasket is thicker, and double- crimped. No cylinder head bolt re-torqueing is required at the 600 mile service © Distributor pump: the method of drive has been changed, now being by Pirelli RH ventilated toothed belt. © Rocker cover: with breather. breather circuits. © Sump casing specific: it is equipped with a return from the turbochar- ger lubrication circuit. ‘See Lubrieati An additional circuit lubricates the turbocharger bearings Cooling of the piston skirts by oil jets delivering a constant supply at 25-30psi close to the main galleries of the crankcase Belt-driven pump, mounted on carrier. Capacity increased by 16% Modified circuit © supplementary circuit feeds turbocharger, Engine has upper and lower ¢ filter cartridge increased in capacity (through extra length, making it larger and easier to remo- ve), © installation of a water-oil heat exchanger. Cooling system This system has been the subject of several b: modifications which have brought about changes in the car's structure. The design of the upper and lower cross-members is new because of the need to accommodate a new front bumper and intake assembly including two electrically- driven cooling fans. © The coolant capacity is increased from 21 to 23 pints. Modified radiator including: — increased surface area: 419in’ instead of 357in® — change of fascia material: copper instead of aluminium, © The diameter of the two electric cooling fans is increased from 12.0in to 12.9in, and their throughput from 35 to 46 ftYsec for the two.New settings for the cooling fan stop and start thermostats: High speed: cut-in temperature: cut-out temperature: Half speed: cut-in temperature: 95°C instead of 58°C cut-out temperature: 90°C instead of 53°C Note: the differences in half speed temperatures are due to a change in the means of measuring: — for the turbo it senses water temperature, — for the conventionally aspirated engine it senses air temperature. © A warning lamp indicates too high a water temperature. It flashes for a temperature between 108 — 111 °C: “pre-alert”. It remains illuminated above 111 °C; “alert”. © Modification to the opening temperature of the coolant thermostat from 78 °C to 86 °C (Ca- lorstat). 101°C instead of 92°C 96°C instead of 87°C Clutch Strengthened to allow increased torque trans- mission. The pressure plate load increases from 450 kg to 525 kg. Gearbox ‘The significant increase in engine power and torque allows the ratios to be substantially rai- sed, particularly those of 3rd, 4th and Sth gears, without detracting from the flexibility. The maximum speed of the CX Turbo (French Fiscal rating 7 CV) is attained in Sth gear. Strengthening of the bearings of the primary and secondary shafts, larger in size and of increased static and dynamic load capacity. New final drive ratio: 16 x 61 from 13 x 59 (3.81 instead of 3.69). Suspension The improved performance due to the extra weight of this vehicle has made certain suspen- sion modifications necessary. For improved road holding the CX Diesel Turbo is fitted with the same anti-roll bar as the CX GTI, the diameter of which is 24 mm instead of 23 mm. Regarding the hydropneumatic compo- nents, the sphere pressure remains unchanged as there is only a 30 kg increase in weight. Howe- ver, the damping rate is different. The ride is softer at low speeds and firmer at high speeds. In practice these results have been obtained by: @ increasing the diameter of the fluid return hole in the front damper from 1.65 mm to 2.0 mm. © a different arrangement of damper plate valves at the front. Three plkates whose external diameter is 21 mm and one plate of 14 mm dia- meter, where previously 4 plates of 21 mm dia- meter had been fitted Tyres ‘The CX Diesel Turbo models are equipped with the same tyres used as standard on the CX with petrol injection: the 190/165 HR 390 TRX. Ho- wever, the inflation pressures are different: front tyre pressure: 3Spsi instead of 29psi rear tyre pressure: 29psi instead of 2Ipsi BENEFITS OF THE CX 25 RD AND TRD TURBO Powerful engine The use of turbocharging has permitted substan- tial gains: © 47% in torque, which increases from 111 Ib ft (15.3mKg DIN) to 159 Ib ft (22mKg DIN) ‘© 30% in power, which increases from 75bhp (S4kW ISO) to 95bhp (70kW ISO) The speed at which maximum torque is develo- ped remains the same (2000rpm) but the speed at which maximum power is achieved is reduced by 550rpm (from 4250rpm to 3700rpm) which benefits engine life High-performance car This is one of the fastest current production high performance diesel-engined cars. By compari- son with the normally aspirated CX 25 RD, some of the gains are as follows: © 14sec 0-400metres (18.7secv 20. 1sec) © 2.6sec0-1,000metres (35. 1secv 37.7sec) © 3.5sec(-62mph © Limph in maximum speed (108mph v 97mph) (13.3sec v 16.8sec) Power and torque comparative curves (Editechnic. Citroén 84,164-20) Power ©X Diesel Turbo = CX Diese! normally aspiratedExcellent economy This is achieved thanks to the higher efficiency of the car. The large increase in torque and power has permitted the use of higher gearing while still allowing the car a sporting character ‘The 5-speed gearbox of the CX Diesel Turbo is a “true” S-speed in which maximum speed is attai- ned in fifth gear. The improvement in fuel consumption with a half-laden car includes: 3.3mpgat Sémph 3.8mpg at mph 3.Smpg at 81mph 3.4mpg at 93mph 1.Impg in urban driving (49.6mpg v 46.3mpe) (38.7mpg v 34.9mpg) (34.5mpg v 31.0mpg) (28.0mpg v 24.6mpg) (32.8mpg v31.7mpg) Consumption curves at steady (Editechnic. Citroén 84.164-21) Fuel consumption (litres) == CX Diesel Turbo 3 12 n 10 9 8 7 6 5 4 70 80 === CX Diesel normally aspirated 90 «6100 «610120 Driving speed BO 40 150) 160 170Km/n More pleasant to drive Driving pleasure is increased by: Great flexibility thanks to the available 159 Ib ft of torque at low speed (2,000rpm). The CX Di sel Turbo is also little affected by load, and easily absorbs uneven road surfaces. A much combi- ned with a lowering of the regulating speed from 4250 to 3700rpm. ‘The range of governing is that which exists between the regulating speed (3700rpm for the turbo, 4250rpm for the naturally aspirated unit) and the maximum governed speed of the engine (4625rpm in either case). This is the speed range through which the amount of fuel injected is cut back, though never totally; it extends over: « in the CX Turbo, from 4625 - 3700 = 925rpm. « in the CX Diesel, from 4625 - 4250 = 375rpm ‘The cutting back is more obvious, rougher and therefore more unpleasant in the naturally- aspirated engine. By contrast, the CX Diesel ‘Turbo gives much the same impression as dri- ving a petrol-engined car. Very low'noise levels in operation because: * exhaust noise is reduced thanks to the silen- cing effect of the flow within the turbine casing of the turbocharger * lower engine speed for the same vehicle speed * the use of a toothed belt rather than gears to drive the injection pump ¢ performance is maintained at high altitude. Improved reliability Achieved by lower operating speeds and reinfor- cement of engine and transmission parts: cylin- der head — cylinder block — drive arrange- ments — cooling and lubricating systems — gearbox. Lower emissions Lower levels of smoke and particulates. 27TECHNICAL SPECIFICATIONS OF THE CX 25 RD AND TRD TURBO GENERAL CHARACTERISTICS Two high performance CX Diesel Turbo saloons are marketed. ‘The CX RD TURBO The CX TRD TURBO Mechanically similar, these models differ in their levels of equipment and trim, such as a rear spoiler. They are 4-door, 5-seat saloons with front wheel drive and a French Fiscal rating of 7 CV. ‘The engine/transmission is fitted trasversely The 95 BHP (DIN) engine is fitted with a 5- speed gearbox. They obviously benefit from the advantages which derive from Citroén’s “Hydropneumatic technology: © power operated rack and pinion steering with power return, © low and variable rate suspension with constant ride height, © dual circuit power-assisted braking system ac- ting on 4 discs brakes, ventilated at the front and a recently integrated compensator which controls the rear wheel braking according to load. ENGINE Citroén diesel engine type M25/648. Fitted transversely, inclined at 30° forwards. 4 cylinders in-line 2500 cc. Bore: 93 mm. Stroke: 92 mm. Supercharging: GARRET turbocharger TO3, maximum rpm of compressor wheel: 110000 pm, maximum boost pressure: 1.6 times atmospheric pressure. Compression ratio: 21/1. Maximum power: 95 BHP (DIN) at 3700 rpm. Maximum torque: 158 Ib.ft (DIN) at 2000 rpm. Maximum “no load” speed: 3700 rpm. Idle speed: 800 + 25 rpm. Weight of engine assembly: 241.5 kg against 225.7 kg for the conventionally aspirated engine. (Including oil, water, radiator, cooling fans, manifolds, injection pump, flywheel, aler- nator, air filter, accelerator linkage: not inclu- ding started motor). Construction Reinforced cast iron crankcase. Five bearing steel crankshaft. Forged steel connecting rods. Light alloy pistons fitted with three rings moun- ted in ring carrie Camshaft placed high in the cylinder block. dri- ven by a toothed and ventilated Pirelli RH belt. ‘Two valves per cylinder mounted vertically and parallel to each other, operated by cam follo- wers, push rods and rockers. Valve timing: inlet valve opens: 2° 52’ inlet valve closes: 33° 08" exhaust valve opens: 37° 48° exhaust valve closes: 4° 12 with a theoretical clearance of 1 mm on both inlet and exhaust valves and the engine cold Valve clearance (engine cold): inlet 0.012”, ex- haust 0.008" Cylinder head in light alloy, reinforced, inclu- ding combustion turbulence chambers of the Ri- cardo Comet V type Cooling system By water anti-freeze solution: pump, expansion tank, radiator with copper matrix surface of 417 in’, lateral header tank. Two electric cooling fans, two-speed, with thermostat control from a sensor immersed in the radiator, cool the sys- tem: 6-bladed fans with diameter 12.9 ins. throughput, both fans working together, 46 ft'/ sec. cut-in and cut-out temperatures for the fans: high speed: 101°C cut-in 96°C cut-out half speed: 95°C cut 90°C cut-« Coolant temperature warning light: flashing (cautionary warning) with temperature between 108-111°C permanent (warning) with temperature over 111°C. Thermostat: set to open at 86°C Coolant capacity: 23 pints (13.0 litres) ut Lubrication Under pressure, from belt-driven oil pump, out- put increased by 16%. Exterior oil filter increased capacity, and new direction of installation to ease the task of filter changing. Oil-coolant heat exchanger. Auxiliary system to lubricate the bearings of the turbocharger Capacity Dry, 9.3 pints (5.3 litres) Change, 8.1 pints (4.6 litres) Recommended lubricant: TOTAL Super Diesel 15Ww40 ELECTRICAL EQUIPMENT Battery: 12 volt, 440/88Ah Alternator: 110W, with integral regulator Glowplugs: Bosch. INJECTION EQUIPMENT CAV RotoDiese! Type DPC rotary distributor pump with flow correction mechanism as func- tion of turbocharger boost pressure Order of injection: 1-3-4-2 (N'I cylinder steering wheel side, rotation to left).CAV RotoDiesel injectors set at 135-140 bars (1985-2060psi). RotoDiesel fuel filter of increased capacity. Fuel tank: 13.9 gallons (68 litres) TRANSMISSION Front wheel drive. Clutch Single dry disc, diaphragm-spring Disc with hub damper: friction plate inner diameter: 5.3in (135mm) friction plate outer diameter: 9.0in (228.6mm) Increased pressure plate loading: 1160 Ibs (525kg). Ball-type thrust bearing, Mechanical operation, by cable with spring assis- tance Gearbox Installed transversely in-line with the engine, to the left. Five forward speeds, all synchromesh, floor-mounted gearchange on centre console. Casing in light alloy, as is the clutch housing Load capacity increased by strengthening prima- ry and secondary shaft bearings. New internal gearbox ratios, with maximum speed achieved in fifth gear. | Gear Ratio | MPH/1000rpm Ist 3.1666 5.88 2nd 1.8333 10.18 3rd 1.2068 15.47 4th 0.8823 21.15 Sth 0.6739 27.70 Reverse 3.1538 5.92 Final drive: 3.81:1 (61/16) Rolling circumference of 190/165 HR 390 TRX tyres: 6.27ft. Drive shafts With twin constant-velocity joints: inboard tripod type with one-piece housing outboard Rzeppa ball-type. HYDRAULIC EQUIPMENT High pressure system comprising: reservoir, 5- piston high-pressure displacement pump, valve block and accumulator. LHM fluid stored at a pressure of 140-175 bars (2060-2575psi) supplies the steering, the suspen- sion and the brakes. STEERING Rack and pinion, with DIRAVI power opera- tion Steering ratio: 13.5:1 Turns of wheel. lock to lock: 2.4 Steering wheel (single-spoke) diameter: 15 ins Turning circle: between walls 41 ft 0 in between kerbs 38 ft 5 in SUSPENSION Hydropneumatic, constant height, independent on all four wheels. A lever on the central console enables the driver to vary the ride height of the car for travel on rough tracks or to assist in wheel changing. ‘The higher performance of the CX Diesel Tur- bo, and its greater weight than any petrol- engined model, called for changes in the setting of the suspension and in the tyres pressures. Front Twin transverse suspension arms in steel, for- ming a parallelogram with anti-drive inclination. Setting of the suspension spheres, unchanged: +2 a. 7 Anti-roll bar of greater diameter: 0.94 ins New damper settings Bleed orifice diameter: 2mm 4 valves of which: 3 of 21mm external diameter 1 of 14mm internal diameter Natural frequency, empty: 0.66Hz fully laden: 0.72Hz Front spring rates: 51.6 ins/ton empty 36.4 ins/ton fully laden bars Rear ‘Trailing arms in light alloy The suspension settings are unchanged from those of the CX Diesel with naturally aspirated engine, "9 Sphere settings: 40 * 7, bars Anti-roll bar diameter: 0.69 in (17.5mm) Natural frequency: empty 0.69Hz fully laden 0.86Hz Rear spring rates 111.6 ins/ton empty 39.2 ins/ton fully laden BRAKES Outboard disc brakes front and rear. System fully powered by the high pressure hy- dropneumatic system, with separate front and rear circuits. ‘The valve system which introduces into the cir- cuits a pressure proportional to the effort exer- ted on the brake pedal, also includes a compen- sator which limits the braking effort on the rear wheels in accordance with the load on the rear. The handbrake works on the front brake discs, operating through calipers independent of those used by the main system.30 Front brakes Ventilated discs, thickness 0.79in (20mm), dia- meter 10.2in (260mm). Friction surface: 34.1 in’ (220cm*) Caliper made up of 2 opposed pistons: 42 mm diameter. Rear brakes Discs: 9 mm thickness, 224 mm diameter. Pad area: 74 cm’. Calipers made up of 2 opposed pistons: 30 mm diameter. Parking brake Pad area: 49 cm® WHEELS AND TYRES Both versions of the CX Turbo Diesel are fitted with low profile 190/65 HR 390 TRX tyres. According to model the following rims are fit- ted: RD: Pressed steel rims - 150 TR 390, TRD: Aluminium rims - 150 TR 390. Front: 34 psi. Rear: 29 psi. BODYWORK The monocoque bodyshell is fixed by twelve noise suppressing mountings onto an under- frame made up of front and rear subframes lin- ked by two longerons. Exterior equipment ‘The CX Turbo Diesels are characterised exter- nally by the presence of: * badges CX 25RD or CX 25TRD on the left hand side of the decorative boot trim # a rear spoiler as fitted to the CX GTI The CX 25 RD Turbo is equipped, over and above the level of the 25 RD, rubber overriders and air horns. The CX 25 TRD Turbo is identical in appea- rance to the CX Pallas D. Interior equipment: ‘The CX 25 RD Turbo differs from the standard model 25 RD in having: — tweed seat upholstery — rear inertia-reel safety belts — top-range interior lights with switches on centre console. Both the 25 RD Turbo and the 25 TRD Turbo also receive: © an instrument panel which includes rev coun- ter, coolant temperature warning and boost pressure warning light. © a digital clock mounted at the forward end of the centre console. OPTIONS CX 25 RD |CX 25 TRD, Turbo Turbo Air conditionning O(ption) oO Leather upholstery : oO Isother package/ tinted glass oO o Allloy road wheels (TRX) o Serie Metallic paint varnish o ° Black paint varnish oO ° Electric sunroof oO oO The rear head restraints are sold as an accessory. CAPACITIES Fuel tank: 14.9 gallons (68 litres) Engine oil, to change: 8.1 pints (4.6 1) Gearbox oil: 3.1 pints (1.75 1) Cooling: 23 pints (13.0 1) Hydraulic system: 7.5 pints (4.25 1) WEIGHTS. Kerb weight: 3098 Ib Maximum weight: 4201 Ib Front/rear distribution; empty: 2139 Ib-959 Ib Towing weights, braked/unbraked: 25.6 cwt-13.8 cwt Max towhitch nose- weight: 220 Ib Max roofrack load: 176 Ib DIMENSIONS: Overall length: Overall width: Height: Wheelbase: ‘Track front/rear: Glass area: Luggage volume: PERFORMANCE, 0-400 metres 18.7 sec 0-1000 metres 35.1 sec 0-62mph 13.3 sec Maximum speed 108 mph FUEL CONSUMPTION (half-load) Steady Somph 49.6 mpg (5.7 litres/100km) Steady 75mph 38.7 mpg (7.3 litres/100km) Urban cycle 32.8 mpg (8.6 litres/100km)CITROEN CX 25 GTI TURBO ‘The CX 25 GTI TURBO is placed in the top level of european, high performance luxury-ear; when judged in terms of per- formance, road-holding, driving beha- viour and finish. : : Resinonenemmemnenineannannnion § . : calerefinements; electronic fuel injec- tion, electronic knock sensor, integrated electronic ignition (IEI) and turbochar- ger. A low centre of gravity combined with self-levelling suspension, steering with power return and an all disc power braking system give excellent road beha viour and enable the increased engine performance to be fully exploited. THE PETROL ENGINE Principle of operation The internal combustion engine is fed by an airfuel mixture whose components, precisely measured yet constantly changing, are compres- sed in the cylinders. This gaseous mixture, igni- ted by the sparking plugs. explodes and thus produces expansion of the gas. The energy relea- sed pushes the pistons which in turn, via the connecting rods, the crankshaft and intervening transmission, drive the wheels. The burnt gas is then expelled. This is the 4-stroke internal combustion cycle. Four-stroke cycie of petrol engine (Editechnic. Citroen 84.161-1) 1 Air 2- Fuel injection pump Injector *Gas oll cto 9 a! The ideal mixture strength In order to obtain complete combustion, one needs 1 gram of fuel for each 15 grams of air; this is the theoretically perfect fuel/air ratio (1:15). mass of fuel mass of air However, the best power output and fuel consumption are not, in practice, achieved with this ratio, since the mixture is never entirely homogencous. In order to achieve maximum power, it is neces- sary to enrich the mixture to a ratio of about Ls in other words 1 gram of fuel for every 12, 5 grams of air. On the other hand, the best consumption is ob- tained with a weaker mixture with a ratio of about 1:18, or 1 gram of fuel for every 18 grams of air. Mixture strength = How to prepare and distribute the right mixture inthe right way? For combustion to be complete, one needs: © to adjust the amount of fuel to the quantity of incoming air, at all engine speeds and loads; this is fuel metering. © to mix the fuel and air closely and uniformly; this is homogeneity © to divide the mixture equally between all the cylinders of the engine. To achieve all these conditions, there are two possible means of preparing and distributing the fuel/air mixture: the carburettor, and fuel injec- tion systems. The carburettor The carburettor has to provide as nearly as pos- sible the correct fuel quantity and a homoge- neous mixture, and to do so throughout the en- tire operating range of the engine: It must also ensure that the engine can start at very low temperatures, must operate reliably at all times and still achieve correct fuel supply at high operating speeds when its venturi flow is limited. ‘The inlet manifold has the unenviable task of dividing this optimised mixture between the va- rious cylinders of the engine and to do so what- ever the power being developed. These tasks are very difficult for the components to achieve, taking into account the fact that the 31mixing of air and fuel is brought about in the first place simply through the lowering of pressure which results from the passage of the air through the carburettor venturi. Fuel injection This supply system provides the perfect answer to some of the problems encountered by the carburettor. For each cylinder in the engine, an injector atomises fuel at the precise moment, and in the precise quantity required directly into the inlet tract upstream of the inlet valve. Fuel injection allows: © improved performance, because of better air supply (there being no restricting venturi); © improved specitic fuel consumption, and re- duced emissions of carbon monoxide and unbur- ned hydrocarbons because of the more preci metering of fuel: © quieter and more flexible engine operation thanks to the uniformity of combustion from cylinder to cylinder: © automatic operation of the engine starting mixture selection in hot and cold conditions Principle: The CX 25 GTI and CX 25 GTI TURBO are equipped with electronically-controlled fuel in- jection systems, the Bosch LE and L-Ietronic. In this type of injection system, the incoming mass flow of air is the only reference for mixture strength, and is very precisely measured so that the correct quantity of fuel is supplied to achieve optimum combustion ‘A computer receives precise and instantaneous information as to the quantity and temperature of the incoming air, the engine speed and de- manded load, the coolant temperature and the injection fuel flow, It uses this information to determine precisely the amount of fuel needed by the engine at any given moment, and supplies it by regulating the opening time of the fuel injectors — the fuel in the supply gallery being maintained at a constant pressure Carburetor operating principle (Editechnic. Citrobn 84 161-22) Fuel injection system (Editechnic. Citoen 84.164-23) 3 injectorInthe market for top-range prestige cars (the H2 segment), which differ from other top-range cars by virtue of their greater power, one of the im- portant psychological factors influencing buyers is the importance they attach to the dynamic TURBOCHARGING AND THE PETROL ENGINE pleasure of driving: the taste of rapid progress, and of long, fast journeys a result, as from October Ist, 1984, the C° TURBO was introduced with a power out- put of 168BHP (122kW CEE) and a torque of 217 Ib ft (290 Nm CEE) THE TURBOCHARGER The turbocharger used in the CX 25 GTI TUR- BO is the same Garrett T3 already fitted in the Diesel. The identical layout (shape and dimen: sions) of its turbine casing differs in only one respect: the wastegate, which is integral with the Diesel casing, is separate in the GTI CX 2 GTI TURBO engine (Citroén 85.80-2), OPERATION Of the turbocharger At engine speeds above 1,000rpm, this is driven by the energy liberated by the passage of exhaust gas through the turbine casing. Its temperature can be as high as 950degC and the pressure L4psi. On the compressor side, atmospheric air is drawn into the depression created by the rota- tion of the compressor wheel at speeds of up to 150000rpm. This air is gathered in by the vanes on the compressor wheel, and forced towards the cylinders which it feeds under pressure A regulating wastegate modulates the pressure of this air (the “boost pressure”) according to the operating condition of the engine, and also im- poses a maximum value: Boost pressure for the maximum torque en- gine speed is set at 8psi (560 millibars), © Boost pressure is limited to 6.4psi (440 milli- bars) at 5000rpm. The waste-gate layout, its purpose and its method of operation, In the Diesel, it is integral with the turbine ca- sing; in the petrol engine, it is a separate compo- nent, and considerably larger. (LEASE RE a TET ‘Pumpanetsses 2-2 etree seers ort ca tes” Inthe Dieselwit-simplyslimits the boost pressure34 toa maximum value of 11 psi in order to protect the engine. In the CX 25 GTI, it also modulates this pressu- re, allowing it to increase at low engine speeds in order to achieve greater torque, while reducing it at higher speeds in order to avoid knocking. ‘Boost pressure (Citroen 85.40-5) mo J Boost pressure Description It consists of a waste-gate which in appearance resembles that of the Diesel engine (p. 9). It includes the chambers A and B separated by the membrane ©, the spring @ in the chamber B, the valve ®. the passage C connected to the exhaust Petrole-engined Dieselengined Maximum torque Engine speed manifold (upstream of the turbine wheel), and the passage D connected with the exhaust downstream of the turbine, the connection between the chamber A and the inlet manifold where the boost pressure is to be found. ‘The essential difference is that the;chamberBuis | Note: “Upstream” and “downstream” are defi- ned by the sense of fluid movement; i.e. towards the engine for fresh air, away from the engine for exhaust gas. Principle of operation (page 35) ‘The action of the spring © on valve ® closes the passages @ and ® so that the exhaust gas is directed entirely towards the turbine casing ©. All the energy contained in the expanding gas therefore drives the turbine wheel ®. This creates the greatest possible boost pressure in the cylinders, and this pressure increases in rela- tion with the engine speed. It reaches its maxi- mum value of 8.2psi at the engine speed corres- ponding with peak torque (3250rpm). The action of the spring ©, which remains preponderant and holds the valve closed, is opposed by the force F1 derived from the boost pressure which exists in the chamber A and which bears on the membrane ®. 3250 5000 Rom | Waste-gate operating principle (Editechnic. Citroen 8550-2)