View The Full Version : clarification on maps turbo opel corsa 1.3 mjet 90hp
buonpomeriggio colleagues.... I'm working on this file: https://www.professionalchiptuning.net/showthread.php?296-Corsa&p=15836#post15836
it would be the car of my girlfriend.... I made some mechanical changes to the car, I changed the injectors, turbine, and bigger, reinforced clutch....
now I say a problem to solve together with you.... the car is fine at low revs, but at high I have a bit of a problem with the turbo pressure... I would like to lower it but I can't do it, in the sense... just mounted the turbine (the injectors and the clutch, I've done before) I put the car original, the pressure gauge marked 1650mbar, too high pressure, I took the maps that titanium called prex turbo, I have taken down 3 points in 8-bits and the pressure ? lowered 100mbar, today I remade the map, and I push a little more... giving a little bit of rail pressure and increasing some limiter, also I lowered the 6 other points maps prex turbo, but being more fat, the pressure instead? decrease ? increased to 50 mbar.... at this point, I wanted to work on the maps of the geometry.... but does anyone know what they are and how to interpret them??? do I need to open the geometry from 2500 rpm up.... in order to stabilize the pressure....
excuse me if I have dwelt too.... I hope someone knows how to help me!!! thanks a lot!!!
starting to talk about the file.... to address 09235E and 09249E there are 2 maps turbo that I have decremented from 3 to 9 points, according to me, the maps of the management are 092EB0 and 092FF0 but I have to figure out how to do it.... if I want to open the geometry and put it in maintenance.... should I increase or decrease the maps??? the other curves for 8-bit and there are what are they???
I can't download the file to help you, however, the idea of lowering a p? time to bust not ? evil. but the important thing ? linearize good fuel pressure and reil, what changes have you done to the turbo?
I can't download the file to help you, however, the idea of lowering a p? time to bust not ? evil. but the important thing ? linearize good fuel pressure and reil, what changes have you done to the turbo?
diesel and rail are in place.... streamlined for good, the problem is only the inclination of the vanes, at low revs it is fine as they are.... but by the 2200/2300 I would like to open up to it more... but the doubt that I located ?... should I increase or I decrease the curves to do this?? in the normal bosch increase if I close the geometry.... here?? in addition to the maps that I have stated I??
but to speak of the time do boost?
carlo abarth
25-11-2012, 21:08
that turbine have mounted??
I do not think that the question that I asked.... the main thing was the type of turbine that I have mounted.... the main one here ? find out which are the maps of the management of variable geometry, and to understand how and when to work and figure out how to touch them....
but to speak of the time do boost?
the boost in the variable geometry ? generated by the fact that in the map, for a certain period of time, let the position of the vanes in the closed position, then open them to ensure that the pressure remains stable....
in my case, I have to open more to the palette, not so much for the boost, mainly because? with the vanes closed, the pressure soars, then descends as they are open!!!
msport (exil77grande)
26-11-2012, 08:46
hello,since not many people have made these up grade I advise you to change the addresses you mentioned and do some testing.
hello,since not many people have made these up grade I advise you to change the addresses you mentioned and do some testing.
then the indirrizzi from me mentioned act on the geometry??' I need only the certainty that the addresses that I mentioned are actually the geometry of the turbine!!! ;)
carlo abarth
26-11-2012, 21:26
emanue that turbine have mounted!!
I do not think that the question that I asked.... the main thing was the type of turbine that I have mounted.... the main one here ? find out which are the maps of the management of variable geometry, and to understand how and when to work and figure out how to touch them....
One does not ask what kind of turbo you have fitted to know the facts of your own, but asks why? if you explain that turbo you have fitted, on the basis of all experience, we can advise you better, for example I under 1.3 usually I mount the turbine of the 1.6 peugeot with changing manifolds.
? so I already know how to move!
One does not ask what kind of turbo you have fitted to know the facts of your own, but asks why? if you explain that turbo you have fitted, on the basis of all experience, we can advise you better, for example I under 1.3 usually I mount the turbine of the 1.6 peugeot with changing manifolds.
? so I already know how to move!
we took you in full.... I put the turbine of the 1.6 hdi 110cv..... :D
I'm sorry, but since many are asking for it, only to increment the counter of messages.... then it was for this that I have said!!!
I'm not the type... I assure you
I'm not the type... I assure you
as you move to when you make this change to the 1.3 mjet??
keep the bottom of the diesel fuel at high rpm and low load, and play on the reil, there is also to see the turbo as ? been calibrated
the turbo is not ? been changed.... ? calibrated as the original ? in the 1.6 hdi, but the pressure I get to almost 1.5 bar map turbo original.... the geometry does not touch it for nothing??? it seems to me that above 3000 rpm it seems as if the car is frenasse.... that fails to download.... na this kind of thing....
then.... I tell you now.... to ****llo mechanical.... with the turbine on the ground... the geometry works the whole... to the rest ? the whole long, and when you press a hand comes up quietly the whole short.... according to me, the original management is not any longer enough geometry as it serves to me to manage the turbine of the peugeot....
Pict the westgate, so that when put in motion, the pierburg the withdraws all the way to the end of the stroke of the screw in recovery, and when it releases the spring of the westgate open it completely. unfortunately ? a p? complicated to explain on the internet? penzo that have been clear enough.
I forgot...do not change down the pin to recovery with the lock nut!
in any case, already from the original, without touching it should be already ok, and to make its full stroke test of pulling the pin of the westgate, and see if the lever on the giometria opens still more let us know
carlo abarth
27-11-2012, 00:14
manuel, if you know who I am, you wouldn't have responded so!!!mo you have to remain in doubt!!
we took you in full.... I put the turbine of the 1.6 hdi 110cv..... :D
I'm sorry, but since many are asking for it, only to increment the counter of messages.... then it was for this that I have said!!!
Pict the westgate, so that when put in motion, the pierburg the withdraws all the way to the end of the stroke of the screw in recovery, and when it releases the spring of the westgate open it completely. unfortunately ? a p? complicated to explain on the internet? penzo that have been clear enough.
I forgot...do not change down the pin to recovery with the lock nut!
in any case, already from the original, without touching it should be already ok, and to make its full stroke test of pulling the pin of the westgate, and see if the lever on the giometria opens still more let us know
then.... when the' car l' I turn to a minimum... up to battura of recovery... then see if you get to do the whole run ? impossible.... why? I'm in the makkina.... I repeat... we get.... the cio? if you do not do depression ? the whole long.... but then?? with the duty cycle of the map??? we get to the end of the race?? not c'? way to extend the stroke from the map??? only above 3000 rpm???
rego with the turbine golds to the ground, measure the travel,the travel that is the wastegate from fully closed to fully open
then this race should also be made of the wastegate of the turbine that you have to currently measure carefully, especially in the opening excursion f?....if putting in place the measures of travel of the wastegate still have the same problem then you have to act differently..in practice with the help of someone who accelerate in the machine, you need to observe the wastegate that acceleration of the motor from the latch must be pulled to a win against the down the pin on the hex of the registry but as the spring in the accelerator must give up the wastegate if this is not the case then you must begin to lengthen the wastegate by unscrewing the log on it until the minimum decelerated should be noted that the waste management open....
also I wanted to ask, but has ****s measures the wastegate are of a similar diameter and altezzadelle same??if they differ in size this leads you to problems that you're experiencing that point you should mount the waste ori of the point on the crowd pegeout....
at this point I believe that the problem lies in the "ball" of the wastegate... the ori ? a little more than that peugeot... I do not want the duty cycle of the kkk original is more long to be able to drain the whole of the ball... and in my case it is empty most of the due.... I know that? better if you lose the ball original.... and ritaro as I had already done.... the dipstick all long stops and then I'll do the race at hand and see if he comes to batting.... according to me, it happens with the ball smaller and duty cycle of the original, the race chiamamola in dustria l e lectronics decreases because of the ball more small...
I take this topic very interesting: someone wants to do a post where he explains well how to work a variable geometry turbo, and how the ecu is able to change the geometry on the basis of the schemes? that actuators there are, etc. etc. ... it would be very interesting!
sorry for the ot :)
at this point I believe that the problem lies in the "ball" of the wastegate... the ori ? a little more than that peugeot... I do not want the duty cycle of the kkk original is more long to be able to drain the whole of the ball... and in my case it is empty most of the due.... I know that? better if you lose the ball original.... and ritaro as I had already done.... the dipstick all long stops and then I'll do the race at hand and see if he comes to batting.... according to me, it happens with the ball smaller and duty cycle of the original, the race chiamamola in dustria l e lectronics decreases because of the ball more small...
try to replace the westgate, but for the moment, do not change any calibration. But where are you? if you are near we see with is the turbine!!!
try to replace the westgate, but for the moment, do not change any calibration. But where are you? if you are near we see with is the turbine!!!
Then you placed is pressure?
hello james... I am in the marche... I read that you are of salerno... then lontanucci.... no... not l I arranged still xke I'm doing an upgrade to my car.... 147 1.9 mjet 150 hp... upgrade turbine... collectors... ic.... exhaust :) finished my I dedicate myself anew to the race!!
with my we are at a good point.... but as I think you know.... ? much more easy to manage a bosch a marelli..... now I devote myself to the race.... in the meantime, I have re-calibrated the wastegate, and I've done a couple of tests.... therefore....
as james, I opened the geometry, when I turn on the makkina, comes fur coat, beaten on the recovery with the lock nut, you just made is changing, it seemed to me that he went, but at this point I just a bit too far open at low rpm.... to high, it should be discreetly, ? much improved after 3,000 rpm, but I don't actually know' how to move to ****llo electronic.... I closed a bit the geometry of the low speed and the car ? improved, but I've noticed that if it sank, the pressure shoots to 1.5 bar.... and if the arrival is gradual up to the met? the accelerator, and then lunge, stabilizes to 1.2 /1.3 bar!!! another thing.... between a change of gear and another.... why? it remains for me very slow to rise pressure????
probably more than the difference of the wastegate, and duty cycle sar? different (the turbine pegeout) ****l angle of the vanes vgt....
probably more than the difference of the wastegate, and duty cycle sar? different (the turbine pegeout) ****l angle of the vanes vgt....
yes, yes, ? different... in the first place ? other than the "bowl" of the vgt, and that of the 1.3 mjet nn ? applicable to peugeot, then I noticed that the geometry of that of the 1.3 mjet ? very different from the classical variable geometry!!
then to solve the last I see....you practically have to blow only on the map and on the controls pid turbo...
then in what sense is the vgt of the 1.3 ? different from the usual vgt??
Powered by vBulletin® Version 4.2.2 Copyright © 2025 vBulletin Solutions, Inc. All rights reserved.