View The Full Version : Lancia Delta integrale 8V - limiter Turbo
Hello to all and happy new year!
I need your help because I'm freaking out about the limiter turbo on an Integral first type, the 8 valves.
And' the model 185cv and (I attach the file ori) analyzing the file I was convinced that the limtatore was to address 003E01.
For testing I have set down, to the equivalent of 0.4 bar to see if it was correct, but alas, the pressure rises without problems up to remove 1.1, as always.
I could help who knows this ECU?
Thanks in advance!
hi all, anyone has info for this request?
thanks
hi all, anyone has info for this request?
thanks
I hope you know what you do in addition to the electronics with this?
I looked at the file and I did not find, anyway, in other files, always 8-bit the turbo pressure must be divided by the 76 then you should find a number around 175, or as often happens a curve by 10 points
perhaps 3ba0 for 10 points but it could be an overboost and not the limiter
I hope you know what you do in addition to the electronics with this?
whereas, I interpreted your answer does not clear you say yes, I know what I'm doing with these cars. I move with circumspection and only after having studied at modino.
For the 8v I can't find documentation and I rebuilt the addresses and the logic starting from the knowledge of the same ecu's mounted on a Ford Cosworth. I have also produced a handy def file for tunerpro.
I'm just missing the bit of the limiter turbo. You can help me?
perhaps 3ba0 for 10 points but it could be an overboost and not the limiter
But that 10 points was on the 16v where there was actually the manager of an overboost, on the 8v it seems to me there is the electronic management, BUT I COULD be WRONG.
I read that the bit was to take 255 but no one says which one it is :)
3BA0 on the cosworth is the enrichment to fully open throttle. As a curve, the values and the conversion seems to be compatible so I think it's that.
The turbo in these ECU on a Cosworth that share the same hardware, and definitely "source" of the software, the limiter, the turbo brings it back towards the end of the map, where there is also the management of the pseudo-pierburg that mountain (AMAL valve).
In that area, the ecu of the delta is "empty", all to 255, for example.
I am checking the settings of the alfa q4, but nothing, I continue to help you
I see this from a site:
TURBO PRESSURE AND LIMITER
This map controls the max turbo pressure which is allowed before the ECU cuts the ignition.
<Click for full size>
This map is 16x2 fields. There are 16 RPM breakpoints. This map shares the same RPM breakpoints with TURBO PRESSURE map.
The COLUMNS are RPM breakpoints. The Calculation is the same as with injection map and RPM breakpoints.
There are 2 ROWS. Second row is the max pressure limit. When this pressure is reached, the ECU will cut the ignition. First row is the max pressure set. When the ECU cuts the ignition due to reached max pressure, it will start working again, when the set value is reached.
At address hex 7650 follow the pressure limit and pressure set values. These values are 8-bit. To get the pressure limit and pressure set values in the bars you have to divide dec value with 170.
if you think that there are no curves, 3e27, and 3e28 may be two limiter activation and deactivation of the block?
I am checking the settings of the alfa q4, but nothing, I continue to help you
Thanks a lot
I see this from a site:
TURBO PRESSURE AND LIMITER
This map controls the max turbo pressure which is allowed before the ECU cuts the ignition.
<Click for full size>
This map is 16x2 fields. There are 16 RPM breakpoints. This map shares the same RPM breakpoints with TURBO PRESSURE map.
The COLUMNS are RPM breakpoints. The Calculation is the same as with injection map and RPM breakpoints.
There are 2 ROWS. Second row is the max pressure limit. When this pressure is reached, the ECU will cut the ignition. First row is the max pressure set. When the ECU cuts the ignition due to reached max pressure, it will start working again, when the set value is reached.
At address hex 7650 follow the pressure limit and pressure set values. These values are 8-bit. To get the pressure limit and pressure set values in the bars you have to divide dec value with 170.
The logic is more or less the same, even to the rev limiter has a value that triggers the cut dry, and a value that virtually eliminates only the injection of a cylinder to "slow down" the ascent to the maximum.
For the family IAW of that type, the limiter turbo on the Cosworth (which, as I said, it is the nearest how to release software and hardware) there is a limiter turbo double: one cuts and the other does it back.
if you think that there are no curves, 3e27, and 3e28 may be two limiter activation and deactivation of the block?
Then, those two points I noticed them I also but honestly I still have not tried because I do not returning the values and I'll explain why.
Always making back-engineering the IAW mounted on a cosworth, the values of conversion I came back practically all the restrictor of the turbo on the Ford port values of 240 and 220.
Should be converted using the formula (VALUE/121,344) -1 so as to have the values in bar-related, otherwise, without the -1 for the absolute. And, in fact, the Ford cut around 1 bar.
Those values of 180 and 186 (the part that's reversed in the logical order in which I expect to find it) I would cut the pressure to 0.5.
Then, since the pressure sensor is the same between the two cars, I thought that the conversion had to be the same for which I have not researched them, but actually seem to make sense, as the location, and in the absence of information more secure and tested them I will try as soon as possible! :)
whereas, I interpreted your answer does not clear you say yes, I know what I'm doing with these cars. I move with circumspection and only after having studied at modino.
For the 8v I can't find documentation and I rebuilt the addresses and the logic starting from the knowledge of the same ecu's mounted on a Ford Cosworth. I have also produced a handy def file for tunerpro.
I'm just missing the bit of the limiter turbo. You can help me?
I was referring to if you have experience racing on these..
You know you are weak in the head and tour if you have not made the right maintenance work to the engine?
If I can find the old HD that I have material a few decades ago, maybe I can help you..
I was referring to if you have experience racing on these..
You know you are weak in the head and tour if you have not made the right maintenance work to the engine?
If I can find the old HD that I have material a few decades ago, maybe I can help you..
Yes yes, I know this engine, and especially the weakness of the bench. :)
If you could find that material would be great, unfortunately on the 8v I have spent a little effort all in time because they go on to the 16v, which is still material.
Thanks a lot
The logic is more or less the same, even to the rev limiter has a value that triggers the cut dry, and a value that virtually eliminates only the injection of a cylinder to "slow down" the ascent to the maximum.
For the family IAW of that type, the limiter turbo on the Cosworth (which, as I said, it is the nearest how to release software and hardware) there is a limiter turbo double: one cuts and the other does it back.
Then, those two points I noticed them I also but honestly I still have not tried because I do not returning the values and I'll explain why.
Always making back-engineering the IAW mounted on a cosworth, the values of conversion I came back practically all the restrictor of the turbo on the Ford port values of 240 and 220.
Should be converted using the formula (VALUE/121,344) -1 so as to have the values in bar-related, otherwise, without the -1 for the absolute. And, in fact, the Ford cut around 1 bar.
Those values of 180 and 186 (the part that's reversed in the logical order in which I expect to find it) I would cut the pressure to 0.5.
Then, since the pressure sensor is the same between the two cars, I thought that the conversion had to be the same for which I have not researched them, but actually seem to make sense, as the location, and in the absence of information more secure and tested them I will try as soon as possible! :)
to me it is of the split for 170
to me it is of the split for 170
On the P8 you :)
hi guys, no news from your side?
Watch I remember that at the time was not able to figure out in the map where was the limiter turbo the only certain thing was that when the map sensor (which on that car is unique..) came to 4.9 volts in the ecu, take,and then at the beginning you go around the obstacle by "bleed off" slightly to the map as they did on the turbo to raise the pressure ,the other had put a zener diode from 4.5 volts in the output map (or in the ecu...) and so the more voltage in the wrong, instead, in the last times was mounted on the sensor of the fiat coupe which came to have the voltage of 4.5 volts at 2 bar of pressure, however, it was necessary to rialineare all in the ecu, to do this dialogue.
Watch I remember that at the time was not able to figure out in the map where was the limiter turbo the only certain thing was that when the map sensor (which on that car is unique..) came to 4.9 volts in the ecu, take,and then at the beginning you go around the obstacle by "bleed off" slightly to the map as they did on the turbo to raise the pressure ,the other had put a zener diode from 4.5 volts in the output map (or in the ecu...) and so the more voltage in the wrong, instead, in the last times was mounted on the sensor of the fiat coupe which came to have the voltage of 4.5 volts at 2 bar of pressure, however, it was necessary to rialineare all in the ecu, to do this dialogue.
That is the solution that I would like to implement so I don't slam too, that the sensor of the Delta Integrale/coupe and readjust the brake point, which to me is easier than finding this blessed limiter :)
However, looking in the other forum someone who says have found there is a, sin that then don't say anything :)
The easiest solution (as time.. if you have the sensor the original works) would be to put a zener diode from 4.5 volts (also hidden in the ecu and you modify the map accordingly, I had to mount the sensor on the coupe because the original was broken and no longer only used to crazy prices,but there and scazza.. a bit to realign everything you're busted well as the map advances. The diode you have to mount on the input signal in the ecu, and put it to the ground,when it arrives to the voltage of the diode "download" the excess and the voltage remains constant without triggering the limiter,because on that motor if you do not make structural changes to more than 1.2 pressure you can not go,if however you decide to mount the other sensor and realign everything comes out a beautiful job...
yes, it is a solution and it actually also makes sense, however, because above that voltage would read and still not be a looping.
But having the sensor of the EVO that makes up to 2 bar at this point, step one, ricalibro breakpoints, and amen.
However, in the map SAFE there is this bit from the change...
Powered by vBulletin® Version 4.2.2 Copyright © 2025 vBulletin Solutions, Inc. All rights reserved.