View The Full Version : study the map touareg 3.0 tdi edc16cp34 0281013686 1039s20440
hello all, I would like to start studying a little map of my car to make an increase in soft and delete the egr and dpf.
I read my ecu, place here file ori and 2 mod made by time and the egr remover for egr off.
I studied around a bit and on the guides that I found for edc16 for the egr I need to change 2 of the 5 cakes first map the egr.
on my file ori by opening it with the ecm with driver txxx-495 I find 4 maps the egr duty cycle but going to the first of these maps I can not find the panettone from the change.
the map that ecm calls the egr depart from address 1C4EAA.
I don't want the meal ready, we study it together that I'd like to know what I'm doing.....
thank you all in advance!!!
I tried to edit my files manually studying a file of a q7 that I had.
the only cakes that resemble those of the guide that I've studied are those that I modified.
I have only done the 2° and 5°.
what do you think???
maybe the ecm has brought me out of the way if I go through the map up to address 1C683E start the maps egr and from what I understand after these maps, there are maps hysteresis that must be brought to 0 in order to electronically close the valve...
Here is a practical example of how the software free-to-play not guessed completely on their task...
in each way door-to-zero
1C6C7E-1C6C8A
1C6CE4-1C6CF0
these are the EGR Hysteresis..
with a Diagnosis you should verify the proper closure
Regarding the DPF on this is, with the Bit switch that is 1 or 2 single-bit so I would avoid solutions free-to-play..
hi thanks a lot for the interest.....
but can you explain to me what I'm going to edit it in practice??
the first of these addresses are the real maps egr which, in the old edc15 lifted the values to the max;these maps hysteresis in practice is the control valve???
I don't understand the logic of the values that I'm going to change...
do not send me to the devil but I'd like to understand a little.....is all the morning that around forums to study.....
for the dpf, I studied a guide that there are 1 or 2 bits to bring to 0...
but let's take a step at a time by....
x-axis: iq mg / cycle
y-axis: revolutions of the engine
z-axis: maf mg / cycle
from the photos the egr to 640rpm and 3500 rmp does not work because in the map there is already the maximum value (1200 mg)
if I go for example to 1800rpm and 20 mg of iq I have a value maf of 395mg.
now the mg remaining to get to 1200mg must pass the egr then I will have 805mg of exhaust gas recirculation.
the source of this study is a file found on the net .....
What all of this ambarada???
I'm looking to understand a little more about the maps edc16...
And I shared on the forum here....
Cinqueturbo the panettone in the middle of the 2 that you told me you not is she a map hysteresis???
I'm not questioning your changes, god forbid;I'm just trying to figure out what do I do....
I'm looking to understand a little more about the maps edc16...
And I shared on the forum here....
Cinqueturbo the panettone in the middle of the 2 that you told me you not is she a map hysteresis???
I'm not questioning your changes, god forbid;I'm just trying to figure out what do I do....
Uses only 1% of the power of the web...
Search for EGR Hysteresis on your search engine and you'll have many answers
in every way that the Hysteresis in this case and referred to the magnet of the EGR itself that you eliminating the "panettone for christmas"
disable the opening...
Ok, and how do you know how many panettoni lower???
Are related to the number of maps egr are there in the file or not??
Each map hysteresis I realized that for the first values of the axis of the map in my file the first of panettone c is an address 00008 and begin values of the axis at the end of the 8 addresses starts the panettone and then begin the data values in those that we lower us....
How do I know how many "panettone Christmas" there are lower???
I have tried in the Esa 0DAC & 0D7A and I can only find 2 of the EGR Hysteresis
then, bring the experience & a Damos for this edc16cp34..
Great cinqueturbo!!!!
Then with the damos you checked to see how many maps hysteresis egr is there and my files are only 2.
Thanks a lot dell for help...
I repeat, I insisted a bit only because not trusting to write by obd with my equipment, I don't want to pull up and down the ecu to make it in the bdm.
I'll see if I can retrieve a damos....
I've found a damos .a2l for edc16cp34.
I imported into winols and compared it with my ori.
exactly to look for the hysteresis what should I look for in the description of the map written in German??
I tried "egr" ,"histeresys" but I do not see anything chapter our addresses.
also going to be in 2d in the area of the hysteresis can not find anything..
the damos, you should give the description "hysteresis egr" or has another name??
Check that the damos is not in German then, not all of the damos are good depends on someone says crap
How do I see if the damos is German??
It seems to me that the descriptions of the damos that are are only either in German or in English....
I do be in mind always one of my old professor...
"it doesn't count to know the solution, but knowing how to find the formula to get there"....
as you call the
The valve Recycling Exhaust Gases, "Italian
EGR exhaust gas recirculation "English"
AGR Ventil Abgasrückführung "German"
Holy ****** help us help you that you are in the web... :)
up to here I had arrived I also....
I did it with the translator and I found something about the egr but not the hysteresis......
maybe I'm looking for what is not there I do not know.......
I think that cinqueturbo you have already given the answer you need by giving you the address of the map by opening it kn the damos tells you automatically in the name of the map..... Reverse path.
.if you're not from your damos has that mapp.....simple!
Ok....thanks!!
You want to search for.....
Then in the network there will be several damos tarot....
C is a method to recognize at a glance if the damos is correct for that family of ecu??
yesterday evening I did a full read bdm to verify that the files of the 2 readings were the same,and the result:
flash equal
micro equal
e2p with differences
as ever??
I've redone a third and fourth time, read only the e2p result:
between the second and third reading differences
between the third and fourth reading no difference(between the third and fourth I have not unplugged, and then pairs!! the needle spring on the socket (bdm).....
You should first ask yourself what actually contains the eprom and you will have the answer...
That I know of in the e2p data immo,key codes,codes, injectors,num.frame.....
That I know of in the e2p data immo,key codes,codes, injectors,num.frame.....
You are right...
and the Kilometres travelled? minutes of operation, the failure memory, of history of the system particulate, Adjustments of the exhaust gas with EGR, a Town on the n° of programs, etc., etc.
so I guess that is in constant change.
Then, of the differences in minutes of operation,because the ecu in the first reading has not been mounted on the car.
It has been given only the power of each reading in the bdm.
I have for a moment alarmed by the difference of the files thinking that there was something corrupt and goodbye proper backup in case of trouble.....
Thank you for the info
The "panettone for christmas" in the midst of the 2 maps hysteresis egr,from web sources,it should be a map hysteresis egr during the regenerations of the dpf correct??
cinqueturbo you who have the damos correct can you give me confirmation of what I think....
because if I had to do the dpf off then I have to lower them.....
cinqueturbo you who have the damos correct can you give me confirmation of what I think....
because if I had to do the dpf off then I have to lower them.....
Bit Switch 2 bit switch to euro 4
ok with 2-bit rule out dpf, so that the second panettone does not need to touch it??
to see it in 2d would seem to be 3 maps hysteresis......
guys no one......I would just like to know what I'm doing on my car.....
ok with 2-bit rule out dpf, so that the second panettone does not need to touch it??
to see it in 2d would seem to be 3 maps hysteresis......
if you do a dpf off when ever would you use the maps egr are activated DURING THE REGENERATIONS OF the DPF?
^^
ok so the second panettone is for the operation of the egr during the regenerations thanks for the info....
at the moment I have not yet purchased the pipe for the removal of the dpf...around and there are conflicting opinions in the make a map with the egr off with the dpf still fitted.
there are those who say that during regeneration the egr is always closed,but if my 2nd panettone is a hysteresis egr during the regenerations and then the egr works???
here you tell me? I can turn with the map egr off dpf active??
I found one string in hexadecimal for the dpf off on my file ori. I tried this as the various guides around: 00 00 01 AD 7F FF 80 00 01
the bit that I brought zero to the address 1D15E0.
no I find another as said cinqueturbo....
mistake to look for or is it ok???
for me, just 1, try not cost anything since this is your car.
possibly you may need to disconnect the probes if you get a U0301
Hi thanks a lot of help first of all....
Should I take a hose with the fittings for all of the probes and then they would all connect could give me the same error??
try leaving, if he leaves the disconnect, it is obvious that if the tube has the holes you need to leave screwed :P
you know, because it could give the error? the probes have to be out of scale or other??
if you need to electrically disconnect must disconnect all 3, and from where??I ask because I'm doing all the work by myself and I don't have a bridge available,I would not stay screwed and not being able to get to where they are connected to the probes......
but the bit that would be bytes) you brought to 0 with the display to 16-bit?
then you are automatically brought to 0 1 256 bytes 16-bit is composed of a byte to 1 and the other 0
hello franco, and thanks to dell's attention;
8-bit display hexadecimal(ff) with winols I brought the address 1D15EO from 01 to 00.
as a guide that I found....
now if it is right we could be the talk of error according to the software on my ecu if I get it wrong.....
according to me you are ok but waiting for that control also I the file, give me half hour
thanks a lot franco.....
I'd be more inclined to make a map non-invasive, leaving the dpf, these days, I monitor the percentage of clogging in the dpf than before with the egr open.
with the dpf I'd leave the map turbo and advances the original so as not to further heat.......
I know what to do without a dpf would be another thing....what do you think???
can you please tell me if I say nonsense about the address of my map:
pedal 1C2C1C 16x8 below 4 similar maps
limiter, torque 1 1D2930 22x1 below 4 similar maps
limiter, torque 2 1F536A 16x1 below 3 similar maps
I used a driver in the ecm
I then searched through the night and this morning, maps, nm to iq, and maybe they are here:
19201E more affinity and 1D5592 more related??(I'm not sure).
thanks....
hello I saw your "mappack" and there are a lot of things to correct.
meanwhile, the eye that you took the nm to iq and the "duration" (which is not a duration but rather' the rail pressure!!) in the first block,
while all of the other in the second block (which I think is the right one to modify).
the limiters torque x gear 1-2-3-4-5-6 are all shifted by 1 byte, the first 5000 read is the axis (rpm), then the other 2 5000 torque (NM).
do you understand why now you'll find the value of 2 in the axis of the rpm (2 stands for the size of the map, since they are 2x1), while you have to be 635, and 5000.
there is another lim torque after the "main" 22x4 there is a 10x5 to 1D2A20.
limiter, torque 2 1F536A 16x1 below 3 similar maps
I used a driver in the ecm
this "lim torque 2" of course is one of the classic corner of the ECM. let him stay in regards to the maps the PID of the rail (a view of the area immediately before the rail pressure..)
hello, thanks for your help first!!!!
you're right protectors for gear I'm wrong in creating the maps....
I enclose a map pack correct and the first step mod...
when you speak of the second block are you referring to the similar maps that I have added to the map pack, or maps that begin to address 1d4dfc??( here I see the other 5 maps nm to iq)
for the map that I had called "duration" I have corrected it as you said to me in the prex rail,but it is still them that I can see that is calibrated up to 65mg right??
x=mg
y=rpm
z=mbar
1) as the first and second block I mean that the maps are in 2 "groups" separated.
the first group goes from about 188xxx to 1A4xxx , the second (which I think is the only one that you need) goes from 1C1xxx to 1FCxxx.
normally use the first or the second depending on whether the car is manual or automatic. some I see make them all and 2 so just to be safe, I prefer to do 2 tests and to understand what is actually using.
ok I understand....
mine is an automatic transmission, however,....
if I want to actually see how inject my injector, I have to look at the map the time is right...
we set up a talk a little wider....
I have now made a log with original file and max iq 62mg to 1200mg\air around. are 19.3 of afr.
already that there are I wanted to do a study to maybe 16/17 of afr......
this ecm calls for the "injection, split," I can't understand that map either...
x:??
z:???
I started a smiley face......
y: prex rail
before touching too many things load a simple map as you said only raising the lim couple, and see from the log what happens..
Tomorrow I want to put photos....
If it was duration to the x-axis what I have???
The only thing that me back from trying again and again to load the maps is that I write in bdm and each time I have to remove the ecu and open it....for this I wanted to make a speech to see to do some calculation and maybe give him the 10 mg of diesel immediately.....
However, I accept the council and I load this step and do the log....
I usually do it in the obd without any problems with kess
I have kess,I have mpps and cock, but not official, as you can imagine....
Then it seems to me this ecu has a counter of the scriptures by obd and after tot.num lock.
But all info is taken here and the......
I don't really understand how you moddato the maps of the torque limitation of the gear
I don't really understand how you moddato the maps of the torque limitation of the gear.
from 1d438a you have the limiters lambda
Then it seems to me this ecu has a counter of the scriptures by obd and after tot.num lock.
But all info is taken here and the......
I don't really understand how you moddato the maps of the torque limitation of the gear.
from 1d438a you have the limiters lambda
all right, just a duration, and up to 80 (mm or mg? :P :P)
however, the factor is 1 (not 0.023, that was for the motors PD) if expressed in us.
all right, just a duration, and up to 80 (mm or mg? :P :P)
however, the factor is 1 (not 0.023, that was for the motors PD) if expressed in us.
the only duration map of this file is the one we found and is calculated up to 80mm3 (68mg)with values in us and conversion factor 1 (tells me the time my injector sprays diesel)
the advance or soi maps (which I have not yet found) have the values expressed in engine degrees and conversion factor 0.023437.
so if we have eliminated all the limiters I should be able to inject up to 68mg.
with the air I had available in the original log 1200mg managing to inject 68mg I would have an afr of 17.6.....
you probably have very efficient intercoolers
the only duration map of this file is the one we found and is calculated up to 80mm3 (68mg)with values in us and conversion factor 1 (tells me the time my injector sprays diesel)
the advance or soi maps (which I have not yet found) have the values expressed in engine degrees and conversion factor 0.023437.
so if we have eliminated all the limiters I should be able to inject up to 68mg.
with the air I had available in the original log 1200mg managing to inject 68mg I would have an afr of 17.6.....
All correct, I climbed the duration map to 90, Do you know how to do it?
cmq I see that you are using a density of diesel 0,85, it is more correct to use 0,83
ps: I work in a refinery
ok I'll use 0.83 d now on....
for rescaling, I should know how to do,I had rescaled several maps on edc15.
I do so, increase the last bp from 80 to 90 and I see on the ecm with the percentage increase, the same percentage of increase in the carryover in the last column or row (according to BP)
in this case it is almost linear but if you want to change the pressure remember that the flow rate is not proportional but from the square root
thanks for the info...
I have old notes...tonight I'll see if I can scale it up like I did, then see if it's ok.....
at the moment I would only heat the mm3
yes, it is not necessary cmq raise the rail pressure, that turbo I recommend Yes
Let's take it one step at a time....
I would rescale the durations, then I still have to see the"Lambda selector & quot; that said lsdlsd88 and then making a log I should see the mg that are expressed in map nm to iq or wrong.
In practice if I wanted to give more diesel would I have to change the nm to iq or am I still missing out???
right but the question is, are those mg of air-I guess that you have them only in a narrow range of RPM where the turbo is very efficient, above 3k rpm, inevitably, the iq will have to go down, so it's worth working so hard to scale?
my advice was to try it as well as he was because I hope that you feel already a nice increase, and let us remember the dpf.
It is at the moment the diesel fuel did not touch it before I try so....
Riscalo the duration so I'm sure that the injectors I do not restrict the entry of diesel even with the original values....
On the map, nm to iq I think I've seen any value above 68mg, it seems to me....
So I do a bit of practice...
I do so, increase the last bp from 80 to 90 and I see on the ecm with the percentage increase, the same percentage of increase in the carryover in the last column or row (according to BP)
method a bit crude but acceptable, the only thing that I do is to avoid applying the increase in the first few lines (rail pressure low), where the times would be excessively long (even if, in theory, should never fall ....)
this is not the case but you can often see that the maps ori have a "maximum" in the upper right that is the same value that is common to various iq/pressures, behold, I do not exceed that maximum.
the map nm to iq you should touch it if you have limits of torque set in the control unit of the exchange, from that you can also adapt the operation of the exchange to your needs
the map nm to iq you should touch it if you have limits of torque set in the control unit of the exchange, from that you can also adapt the operation of the exchange to your needs
this last statement I may be of interest to you....that is, I by modifying the nm to iq change, the management of the change gear???
I tell you what I don't like my automatic transmission...
in practice, using the sequential, if they are below a certain speed, I do not enter the higher gear.
in practice, starting I'd like to put immediately 1° 2° 3° below the 50 km/h but if I remember correctly, the third if you do not have to 60km do not enter....
if it is something feasible from the nm to iq I tests more accurate than what I wrote above....
then two rows for as riscalo the break....
to find 90mm3 in duration:
example, the first row with prex 100 bar
-89/79=1,1265822(I find the relationship between 89 and 79)
-the column of the 80mm3 we subtract 1 mm3(delete the physical time of opening of the injector)then: 4160-278=3382(us 79mm3)
-us to 79mm3 x the relationship between 89mm3 and 79mm3 then: 3882x1,1265822= 4373,4(us 89mm3)
-riaggiungo the time of opening of the injector, then: 4373,4+278= 4651,4 (us 90mm3)
so it is as I have explained, for edc15,what do you say???
proceed over the whole map???
all right, just a duration, and up to 80 (mm or mg? :P :P)
however, the factor is 1 (not 0.023, that was for the motors PD) if expressed in us.
I think I have found this selector lambda starts at address 1d4ac6;
with the conversion factor I as a z-axis:
10 10 11 14
will refer to the 4 maps lambda but I don't think are the values of afr.......
this last statement I may be of interest to you....that is, I by modifying the nm to iq change, the management of the change gear???
I tell you what I don't like my automatic transmission...
in practice, using the sequential, if they are below a certain speed, I do not enter the higher gear.
in practice, starting I'd like to put immediately 1° 2° 3° below the 50 km/h but if I remember correctly, the third if you do not have to 60km do not enter....
if it is something feasible from the nm to iq I tests more accurate than what I wrote above....
ready I did 3 logs with different parameters.....
then I studied a little.....
I've been considering lambda 4 since I did the calculations with the values with h20 to 88c°
line n40 log .........010.xlsx
3276rpm/1100mg air.
in lambda-3200rpm and 1100mg I have afr of 17.1 which means 64,3 mg of iq (the log gives me 68,6 iq)
line 39
3200rpm/1200mg afr of 17.3= 69mg ( the log from the 70 iq)
to see so that I wall always be a 70 split would seem more of a limiter somewhere......
in the log there is the temp.of the fuel and the temperature of the air;I still don't know where are these maps, but I don't think they are.......
however..............
I found a map "torque" just before the limiters.
I've done the conversions :
y turns of x degrees c° I think h20 z nm
in z I have all negative values is another limiter????
from my log as pair max 616nm.......
always 70 split would seem more of a limiter somewhere......
70 mg are the limits of iq in diagnosis but may inject more.
if you want it you have to dash you a little bit to modify (**** llo difficulty: xxx)
p.s. but feeling how you feel? have you measured any acceleration time or another?
you can upload csv raw and not the xls? because I have the feeling that you've cut some columns and row headers
to feel and a lot more bad than before I'm happy.....I have not measured the times of acceleration...
can you please post the cvs of the raw...
the map that I wrote above do you know something.....
address 1d25fa
"the 70 mg are the limits of iq in diagnosis but may inject more"
I'm sorry, but I don't really understand this statement......
and not only do you hahahah
I mean, the ecu uses a factor that reaches a maximum of 70mg as the output to the diagnosis (not the diagnosis!!)
azz........
I understand you very well now and I've already read something....
the ecu from information in the diagnosis up to a full-scale of 70mg and I've read 2650 bar for the turbo.
therefore, even if injection or pushing for more from the log I can't see anything.
I read that there would be maps to change for the display, but it seems to me to have understood that they are not so easy to find, and those who have found it if the keeps beautiful narrow........
then to figure out how much mg injection I now I have to base on the duration and prex rail right???
I rule with a formula based on consumption, speed, no. turns, cylinders, and density. I am attaching the excel sheet
I can not see the formula gift with the cell...
But that operation should be done??
If you look in the prex rail and the time iniettatata
Not good???
To say at 1500 bar rail injection for 860us I see in that column is the same in duration....
yes, but you'll see that with this from the only consumer instant indicated you know how much to inject without having any equipment
I've seen the formula.....
180/7.1=25.35 and up here ok.....
Then I get lost......
fill in the fields you, speed, fuel consumption and bnumero of cylinders, in the output you will have the amount in mg of a single injector, and the time consumption
for example, with my 180 km/h at 3000 rpm, power consumption 3.6 km/lt; it means that an injection-76 mg and consumption 50 lt/h
Ok tonight I see the file to pc...
How do you consume what the on-board computer gives you??
yes of course, it is not the best but you have a good reference of the changes you make
That's great and thanks for the tips....
I want to see before injecting too much...
I have on dpf
perfect tested now by pc works great...
I'm looking at the log a bit I see that I have the 70(flat rate) about 2000 to 3200 rpm....
taking a few lines of example I inject 70 (or more) with 1150mg of average air; so they were 70mg of iq I have 16,4 of afr,but if I go in lambda 4 at those turns and that air I have the lowest value at 16,8 should not cut the iq to keep the afr in the map???
if they were more iq afr even fatter.....
don't they regulate lambdas this way???
you are limited by nm to iq map
okay, but do lambdas work as I understand??
yes, what stoichiometric ratio do you use?
I didn't touch the lambdas......
the lambda 4 is above 80 degrees and averages 16.5/17....
I'm studying a bit on English sites I diag limit...
did you try to get your head around it???
diag limit? never heard but I document myself, today I am sick at home and not at work. You gave me something to study : -)
In practice, in the flash file there are addresses with A and B values that the ecu uses to report them in diagnosis.
I found a nice guide on an English forum....
I did a home study file....
If you can place what I have so study together.....
70 the are written to the location 60 on the map normval..
Tomorrow I give a glance at the file.
I do not recommend strongly to go for the 2.6 bar xD
I've seen the file, you're almost there, take a look at 1c141e also.
if you say 7000*0.037=259 remind you of something?
hello.....
I understand.....yesterday was regenerating!!!!!
today I went to re-check the parameters of the dpf, and yesterday carried out a regeneration while I was doing the logs,for some reason the ecu has me excited for the egr, and probably limited the iq.
I redid the log and are just above the 70mg.
I enclose a....
p.s, with your question what I should come in mind....that was the iq max and his factor to the original the result 259 is the value I (b), that being 8-bit is 259 but the ecu calculates 255 then the max.
p.s, with your question what I should come in mind....that was the iq max and his factor to the original the result 259 is the value I (b), that being 8-bit is 259 but the ecu calculates 255 then the max.
you should come into the mind, that even with iq below 70 the result is greater than 255, then the diagnosis see 70 ;)
I don't follow, forgive me..........
but it also speaks to factor the original or the mod.
factor ori 0,037 if I injection 70, the ecu is 70*0,037 and is 259 being a map to 8-bit the max value gets to 255, so even if an injection-more than 70 he gives me back always the maximum value which is 255.
factor mod 0,0255 if I injection 70, the ecu is 70*0.0255 is 178, which is not my max, then my reading in diagnosis is correct up to the time when my ecu with the operation does not reach to its max value;in the case of the factor 0,0255 are 100mg.100*0.0255= 255.
now to your claim I don't understand if we have done a good job in changing the diagnosis or not.....
that is now the reading is correct and we have only increased the range of work.......????
factor ori 0,037 if I injection 70, the ecu is 70*0,037 and is 259 being a map to 8-bit the max value gets to 255, so even if an injection-more than 70 he gives me back always the maximum value which is 255.
and if you are 69mg, what do you see in the diagnosis (ori)?
always 70, because the ecu with the operation comes to 255,3...
if, however, there are 68 see 68 because it is 251,6
perfect I just wanted to let you know how ori is not very precise, if you saw 70 in the log could also be 69 ;)
in general, differences of 1-2mg are negligible imho.
Haha....you made me immediately think that I had not understood anything.......screen.....
That's why from the last log with iq ori saw several times 70;the ecu arrotondava.......
Then, when a point of the situation:
-we brought the reading of the diagnosis for the iq up to 100mg, and now we are accurate
-from log2 are arrived to the max to 71mg with 1200 mg air about then 16.9 afr,I could go down a little bit........
-from log1 during regeneration the egr seemed to be active(mg/air down in the diagnosis with the engine at the min rpm but the duty cycle latch even if 1% more);in theory, I have lowered the 2nd panettone for the regeneration....
I'm studying how to do small increments...let's say that I want to inject a little more diesel 75mg
-I've increased the last 2 bp of the maps nm to iq
-I lowered the last 2 bp of the lambda 4 0.5 so that I don't restrict all that much
now I was looking at the map the turbo to make calculations and rescaling the image up to 75mg now it stops at 65.
example 1750 rpm 620 nm wonder 74,6 mg in the turbo I see 1613.
to find out how much air do I have to use this formula:
cubic capacity/cylinder*1,2(density of air)*0,8=474,72
474,72*1613=765mg of air in my cylinder
here I am......
because if I do 765/65 me a afr of 11.7
honestly if you start well you finish that you get lost in a tide of calculations that are unrealistic and don't get anything...
look in the log, how much air in various rpm (and especially with that pressure), and based on that, not on contrived formulas that involve a multitude of variables.
the only thing that would do is raise the turbo a 100mbar if you are sure you do not have problems of egt and stop. keep an eye on the frequency of the regenerations.
ok but the turbo as I interpret it......
I 1750rpm and 65 mg push 1,613 bar (which if not mistaken are 0.6 bar).
the ecu so I inject 65mg???I don't think.....
it is said that arrivals in that cell, if we never arrive at 65mg to 1750........
the other thing to consider is if the axis IQ of the authentication needed turbo IQ current IQ or request (pedal?) on the edc15 is adjustable.
if I increase the nm to iq up to 75mg I have to rescale also the turbo that goes up to 65.....
no need, actually, is better if the pressure in the ask a little "before" when you want to get.
bah there I'm understanding more now and are sincere.......
let's take a step at a time if you still want to help me......
I want to try to inject 75 mg now, I'm stuck at 71mg. according to me, is the map nm to iq that I have to tap, because at the time to the max of bp nm are 71mg about.
here I have to rescale, or work on the z-axis???
I say crap or the road is right...........
for a change so small it's not worth to rescale anything, take the last column of the nm/iq and he raises all of the 5% (about 3mg)
ok maybe I understood the discussion about interpretation of the map turbo....
1750rpm I 1613 bar that is about 764mg of air in the cylinder.....
I go in the lambda in the bp of the 800mg and I see a 1750 that report I have;in my case, or 16.4.
then 800/16,4= 48.7 mg max
and if instead of getting more work the turbo,down to something the lambda???
The lascierei as a last resort..
C is a because you have to keep the lambda as a last resort???
Because having the dpf does not have a direct way to know if you are turning "clean" or not.
in order to understand when the use the only certain method is to try ;)
you're lucky that they are 2 and not 16 as on the siemens :P
P.S. if the plant from the OBD, then, not to say that you were not been warned on the rognosità of that protocol XD
I have found with ecm 3 maps called time of an overboost,should be for the geometry of the turbo.
I like the y-axis the rpm,x perhaps mg even if the arrival of up to 5000, and z maybe the percentage of opening of the blades???
in case I should try to lower something to the last column in the area of 3000 rpm........????
you, are the geometry of the trubo, in my case I have 3, one in N, one in D and a in S
Perfect thanks.....
You managed to mod the iq??
no, I'm not really even tried
Haha....
The time is never enough, hehe....
with the edit that I made of the map turbo not having touched any of the bp I now have the turbo from 60mg starts pushing 1.4 bar.
by studying the log to 60 mg I have 1200 of the air then I have afr of 20:1.
according to me, I could rescale the map with a new bp 70mg and leave values gold for the 60 mg and set it to +50 points only on the new column so that you have more turbo only when I have more iq.....
the reasoning is correct....???
no, on the new column you will have to decrease, otherwise you would have a pressure peak still higher
I speak of the maps turbo not geometry.....
sorry I don't follow;if I droop values, I would not have enough air and I would limit the lambda or am I wrong.....
because I would have a peak even higher???
the max value should always 2,400.......
Look, this is not a petrol-more air there is, the better it is :)
Ok but so do I work the turbo unnecessarily or not......
The.diesel works in excess of air but I when I ask for power I have to bring to the stechio......
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