Fiat Bravo 1.9 jtdm 150 hp

[Already]

Hi to all

Following various discussions, such as "the map alfa 147 120 hp", " pi? less power consumption" and the other, I wanted to try to make this map based on the logic I had in mind already? by that time, and saw that and was proprosta pi? times here on the forum, I went to work.

what do you think?

[danny677]

Look, I can't see it still, however, wanting to remain in the field of soft I will intervene mainly in the area of the middle/bottom of the rail up to about 70% of the load scaling, an increase from 20 to about 10%. Gi? only cos?, in daily use improves certainly the efficiency and guidabilit? of the medium. For hp of course also touches on touch up injection, and in these cases the laws of physics, unfortunately, we cannot escape..

[Already]

Look, I can't see it still, however, wanting to remain in the field of soft I will intervene mainly in the area of the middle/bottom of the rail up to about 70% of the load scaling, an increase from 20 to about 10%. Gi? only cos?, in daily use improves certainly the efficiency and guidabilit? of the medium. For hp of course also touches on touch up injection, and in these cases the laws of physics, unfortunately, we cannot escape..


Unfortunately, I do not agree, why? otherwise basterebbbe put a beautiful add-on module and the game ? done.

Unfortunately I have not yet had enough time to load the map and see the results. The only doubt I have is maps lambda that I have not touched.

[SandroMarciano]

1cb942 ? the work of ecusafe or yours?
1cbcd0 ditto, ? the recovery, it would be better to leave it active...
the turbine 1480 bar at 4750rpm... ? too, it matters that you are already? in chock at 1.4 bar on those rides...
I don't like a lot of the "flatten" to the maps that limit as a function of temperature, and if it happens to break the radiator and you don't realize that the temperature is going up, the engine makes a bang with all that fuel...
The lambda study it carefully, as the advice I can give you of being around the stoichiometric ratio at least in the first column, in order to have the car ready to go when you press the gas, then if you do not want to smoke raise up at about 1130 and if you don't have a problem imposed on the stechio on the whole curve.
Finally, I'll note that the pedal set that way you render? very difficult to maintain a speed? constant...
P.S. the eye what is the turbo pressure in the diagnosis (measured value)

[Already]

You! Those two addresses I have been mod by time.
With regard to the maps lambda, I can not understand that the logic used to determine the stechio. Just to be sure, the lambda value 1 should be the stoichiometric ratio, while for higher values, we have a rich mixture, to values below 1, we lean mixture.

On edc15 the maps fumes were more simple because indicate directly the value of carburante.arebbe nice to be able to convert the lambda value in mm3 hub.

To map the pedal, this problem I have not thought about. You say you lower the temperature to a low percentage?

[michele30]

for me the maps pedal and also other things are to be reviewed, to map the pedal e.g. parts of 1250 or 1500 not from the beginning of the map, and then a 400% increase over 5000 rpm, it seems to me too much like the ones before
the torque limiter would increase more gradually as at the beginning..
prex turbo 150 points, maybe even something less .
no rail ?

those outside the driver does not know them all , then follow the advice of sandro.

[Already]

sorry, I wanted to correct my error

The lambda value of 1, when the combustion ? stoichiometric;
< 1, where c'? an excess of fuel;
> 1, where c'? an excess of air.

[SandroMarciano]

sorry, I wanted to correct my error

The lambda value of 1, when the combustion ? stoichiometric;
< 1, where c'? an excess of fuel;
> 1, where c'? an excess of air.

ok, now ? correct, anyway ? simple, fixed ratio afr that you want the split to 14,7 and multiply it by 1000, what ? the value to use in the map.
But if you want a board maps flaws in the same...

[Already]

gi? ori are the same, both the top and bottom... I have to do some research to be sure, but the stoichiometric ratio for the diesel if I remember correctly it is around you are 18:1 and 14:1.

[Already]

for me the maps pedal and also other things are to be reviewed, to map the pedal e.g. parts of 1250 or 1500 not from the beginning of the map, and then a 400% increase over 5000 rpm, it seems to me too much like the ones before
the torque limiter would increase more gradually as at the beginning..
prex turbo 150 points, maybe even something less .
no rail ?

those outside the driver does not know them all , then follow the advice of sandro.

The pedal to 5000rpm ? a test I want to do to see if after 4500 rpm it dies less, but really? I do not care to have those rides.
The pedal is not touched under 1500rpm, and in those revolutions, the percentages are low, you may spierti better.

The rail does not want to touch. I'm making a map, simply by unlocking the various limiters and see what you get. Objective: fairly good performance without smoke

[SandroMarciano]

gi? ori are the same, both the top and bottom... I have to do some research to be sure, but the stoichiometric ratio for the diesel if I remember correctly it is around you are 18:1 and 14:1.

then research well :rolleyes:

[mariodarkblue]

then research well :rolleyes:

I'll help YOU;)
When discussing engine tuning the Air/Fuel Ratio' (AFR) is one of the main topics. Proper AFR calibration is critical to the performance and durability of the engine and it's components. The AFR defines the ratio of the amount of air consumed by the engine compared to the amount of fuel.

A 'Stoichiometric' AFR has the correct amount of air and fuel to produce a chemically complete combustion event. For gasoline engines, the stoichiometric A/F ratio is 14.7:1, which means 14.7 parts of air to one part of fuel. The stoichiometric AFR depends on fuel type-- for alcohol it is 6.4:1 and 14.5:1 for diesel.

I know what is meant by a rich or lean AFR? To lower the AFR number contains less air than the 14.7:1 stoichiometric AFR, therefore it is a richer mixture. Conversely, a higher AFR number contains more air and therefore it is a leaner mixture.

For Example:
15.0:1 = Lean
14.7:1 = Stoichiometric
13.0:1 = Rich

Leaner AFR results in higher temperatures as the mixture is combusted. Generally, a normally-aspirated spark-ignition (SI) gasoline engines produce maximum power just slightly rich of stoichiometric. However, in practice it is kept between 12:1 and 13:1 in order to keep exhaust gas temperatures in check and to account for variances in fuel quality. This is a realistic full-load AFR on a normally-aspirated engine, but can be dangerously lean with a highly-boosted engine.

Let's take a closer look. As the air-fuel mixture is ignited by the spark plug, the flame front propagates from the spark plug. The now-burning mixture raises the cylinder pressure and temperature, peaking at some point in the combustion process.

The turbocharger increases the density of the air resulting in a denser mixture. The denser mixture raises the peak cylinder pressure, therefore increasing the probability of knock. As the AFR is leaned out, the temperature of the burning gases increases, which also increases the probability of knock. This is why it is imperative to run richer AFR on a boosted engine at full load. Doing so will reduce the likelihood of knock, and will also keep temperatures under control.

There are actually three ways to reduce the probability of knock at full load on a turbocharged engine: reduce boost, adjust the AFR to richer mixture, and retard ignition timing. These three parameters need to be optimized together to yield the highest reliable power.

of course, all the ? taken from the site of a large producer of turbochargers....

[SandroMarciano]

I'll help YOU;)
When discussing engine tuning the Air/Fuel Ratio' (AFR) is one of the main topics. Proper AFR calibration is critical to the performance and durability of the engine and it's components. The AFR defines the ratio of the amount of air consumed by the engine compared to the amount of fuel.

A 'Stoichiometric' AFR has the correct amount of air and fuel to produce a chemically complete combustion event. For gasoline engines, the stoichiometric A/F ratio is 14.7:1, which means 14.7 parts of air to one part of fuel. The stoichiometric AFR depends on fuel type-- for alcohol it is 6.4:1 and 14.5:1 for diesel.

I know what is meant by a rich or lean AFR? To lower the AFR number contains less air than the 14.7:1 stoichiometric AFR, therefore it is a richer mixture. Conversely, a higher AFR number contains more air and therefore it is a leaner mixture.

For Example:
15.0:1 = Lean
14.7:1 = Stoichiometric
13.0:1 = Rich

Leaner AFR results in higher temperatures as the mixture is combusted. Generally, a normally-aspirated spark-ignition (SI) gasoline engines produce maximum power just slightly rich of stoichiometric. However, in practice it is kept between 12:1 and 13:1 in order to keep exhaust gas temperatures in check and to account for variances in fuel quality. This is a realistic full-load AFR on a normally-aspirated engine, but can be dangerously lean with a highly-boosted engine.

Let's take a closer look. As the air-fuel mixture is ignited by the spark plug, the flame front propagates from the spark plug. The now-burning mixture raises the cylinder pressure and temperature, peaking at some point in the combustion process.

The turbocharger increases the density of the air resulting in a denser mixture. The denser mixture raises the peak cylinder pressure, therefore increasing the probability of knock. As the AFR is leaned out, the temperature of the burning gases increases, which also increases the probability of knock. This is why it is imperative to run richer AFR on a boosted engine at full load. Doing so will reduce the likelihood of knock, and will also keep temperatures under control.

There are actually three ways to reduce the probability of knock at full load on a turbocharged engine: reduce boost, adjust the AFR to richer mixture, and retard ignition timing. These three parameters need to be optimized together to yield the highest reliable power.

of course, all the ? taken from the site of a large producer of turbochargers....

[michele30]

here it seems to me move but

[Already]

here it seems to me move but

Surely this map ? active since we don't have the sport button. The change, perhaps you can better understand if gurdi the map in a table. And was made to avoid having the points in which the torque demand will fall relative to the previous value. Maybe a wrong thing that I do and also the other maps DW I have changed keeping in mind this thing.
Apart from that the map from you highlighted, under 1500rpm, I have not changed anything

[SandroMarciano]

among the other not ? wrong with the pedal up to those values, on the contrary, I would make up to 500Nm, then the 2 are not used by the ecu why? limited or by the torque limiter or other limiters...

[Already]

with the advances as you regoleresti?

The values read in tabbellare ( ecm ) are advances or delays. For example, if you read 20 means 20 degrees before or after tdc?
In theory, should be advances, but then how are the positive values?

[SandroMarciano]

don't worry about the sign, when are advances are positive, when negative delays. However, consider not to go above 27?*4000rpm, and get them to adjust to the feeling. The correct rule would be to calculate the duration of injection and adjust them so that this is kept within certain limits after the tdc.

[Already]

I tried the map and injects 96,58mm3\cycle. I would say we're. The provision and improved, and I have to say that those who want good performance in safety goes ir? that's good.

Only neo! I peak pressure of 1.6\1.65 bar, then down to 1.4 bar as the map objective. How could I correct this defect?

[SandroMarciano]

cala map of the management of the variable geometry in the last column, but go easy, a little at a time, otherwise you'll find the machine "dead" to start cala 2% (200punti) to the last column.

[mariodarkblue]

Already, I honestly wouldn't worry about that peak...if it lasts just a moment...? also a "normal"...

[SandroMarciano]

we need to see how many laps the d?, why? if it happens to 4000rpm nothing changes, however if the d? at 1800rpm you enter in the surge, and ? very deleterious to the turbine...

[Already]

This peak, the d? only when the engine ? gi? beautiful couple, and then after the 2000 rpm (about 2500) if lunges hit the climb. In normal driving, the peak ? 1.55 bar

[SandroMarciano]

then we say that ? less harmful, however I'm a bit' on the stoop map of variable geometry, then you can always try and return to the original version.

[Already]

let's see. I do this test! But not 'c'? the map times an overboost as in the edc15?

[SandroMarciano]

let's see. I do this test! But not 'c'? the map times an overboost as in the edc15?

yes, I was referring to that, but the name "times an overboost" says nothing, usually the ones alientech use the new terms.

[cjack]

The pressure peaks occur why? c'? a peak of diesel, try to make a log...

[cinqueturbo]

The pressure peaks occur why? c'? a peak of diesel, try to make a log...

Perhaps we..

[danny677]

or c'? diesel too, in correspondence to the revolutions in which it occurs ( check any map related, pu? happen ) or lowers a bit the press turbo ( standard in some areas ? pi? sensitive to piccare even if you leave gold when by + diesel )

[Already]

if you check the map I gave diesel in pi? following the linearity of the ecu ori, I just unlocked all the limiters for diesel, on the basis of the torque limiter, and then the required torque, and remade the map the pedal to my liking. Then the cause should be a torque limiter is too high in those rounds?

[cjack]

I advise you to do a log to see if the diesel fuel injected ? really what you have set... On my mjet 120cv I had noticed that during the rapid transients of the ecu, the injected ir? diesel of one set with various limiters... As if it did not take account of some of these, but only the map conversion pair - iq

[SandroMarciano]

[cjack]

Definitely will have to? also check this thing, I didn't go over the maximum iq set in the axis of the duty c. Geometry.... For this I would suggest doing a log and monitor the diesel...
I say this because I, too, first time I had worked with the duty c. To try to solve the problem...
However, the pu? be that our 2 problems are of a different nature

[SandroMarciano]

at the end ? the same, why? you find yourself with an IQ greater, but the map of the duty cycle calibrated to an IQ less, then you have a discrete peak.

[Already]

I would have thought to act directly on the dipstick of the waste gate in order to reduce both the peak and the resistance between the vanes at the exit of the gas. Make business with pleasure! what do you say!

[cjack]

? no... you can Not do so... No ? a fixed geometry turbine with wastegate actuated by the pressure of the air to the inlet, here the control ? electronic

[SandroMarciano]

it also works that way, but in the end what you would get would be to remove a few hundred points in the whole map of the duty cycle, then ? pi? comfortable that way...

[Already]

? no... you can Not do so... No ? a fixed geometry turbine with wastegate actuated by the pressure of the air to the inlet, here the control ? electronic

Tried it (not on this car) for other reasons and it works. For? he is right, sandro. There was a rifletuto

[msport (exil77grande)]

Tried it (not on this car) for other reasons and it works. For? he is right, sandro. There was a rifletuto

instead, in the case of the turbine is increased and the pressure difference how you behave.

[SandroMarciano]

before I turn off the PID controller and adjusting the duty of the variable geometry I make sure to always have the pressure measured above the objective (of a few mbar, once this is done, rinseriscono the PID and you can? give some point in pi? the duty with high flow rates of fuel in order to have an overboost and the inlet pressure times the smaller turbo. All it requires, however, numerous tests, to which the via ir? quick ? to insert an additional module in which you can? adjust the peak and constant.

[Already]

instead, in the case of the turbine is increased and the pressure difference how you behave.

Unfortunately, I do not do processing, and then not? answer for you on this topic.

Had happened to me that I get a car charger and pressures of the turbo to the stars. Do the controls to follow-up( sensor, geometry, etc..) but I can't find anything, check the map and ? ori and finally had moved the regulator to have more? pressure. Usually I never touch. It was an experiment that I wanted to do

[Already]

sorry , love, I had posted the mod wrong (incomplete)

[SandroMarciano]

to me it seems like a good mod, have you tried? what do you think?
The only things perhaps argue are the pressures of the turbine, at high rpm the calerei a bit, in short, make sure that it has the maximum pressure at 3000rpm, then go down to 4000 do so, which is around 1.4 bar, otherwise the wear and tear will be? exaggerated. Among other things, that machine without the dpf has no problems, I doubt that fumer

[cicciogsr]

in the case of the turbine plus to do a good job I proceed cos?:
before I turn off the PID controller and adjusting the duty of the variable geometry I make sure to always have the pressure measured above the objective (of a few mbar, once this is done, rinseriscono the PID and you can? give some point in pi? the duty with high flow rates of fuel in order to have an overboost and the inlet pressure times the smaller turbo. All it requires, however, numerous tests, to which the via ir? quick ? to insert an additional module in which you can? adjust the peak and constant.

and if you turn off the pid map of duty don't you d? pi? the exact reference to operate the geo...I baserei only on a parameter to be adjusted or if you have too much pressure at high rpm to adjust the palette to have the same thing if you have lag in low... no ? simple what you want to do if in a chain in the feedback touches the controller who decides what will be? the input to the actuator? for me in the chain you just need to adjust the reference since? the pid calcoler? the output not only on the current value but also on those of the past and on speed? of variation...

[SandroMarciano]

the adjustment you the d? all right, commander? the turbine is a single map of the duty cycle, without controls on the pressure, the problem ? that ? very difficult to adjust the geometry when there are pid's inserted, the pressure fluctuates continually, so first you should find the adjustment of the geometry based on the pressure measured - objective, then act on the pid in order to have more? or less peak, the oscillation and pressure drops! generally as far as the PID controller is a good intervention ? to reduce the first and increase the second, but generally if the the duty of the variable geometry ? well-calibrated, you only have the "P"...

[cicciogsr]

the duty cycle I intend it as the set-point of the chain is now measured pressure - set point d? my signal error that the pid process before acting on the actuator if eilimini the pid you left all without control, you'll first need to do 1000 tests without pid, and then you'll need to enter by force if you do not want to have problems and when you enter it you'll need to adjust the pid of the new set-point, and you forgot also that change it will not be? easy without knowing the calibration of the sensor and its gain... I would suggest only to act on the timing of the over and look for a compromise so it is always l? go here...

[cicciogsr]

sorry , love, I had posted the mod wrong (incomplete)

sorry, but the advance deliberately not have allinaenato to 100 mm? then 1cf480 I don't seem to line up and then I was wondering the map before the game why? touch it..

[Already]

to me it seems like a good mod, have you tried? what do you think?
The only things perhaps argue are the pressures of the turbine, at high rpm the calerei a bit, in short, make sure that it has the maximum pressure at 3000rpm, then go down to 4000 do so, which is around 1.4 bar, otherwise the wear and tear will be? exaggerated. Among other things, that machine without the dpf has no problems, I doubt that smoke?!



As I said I only neo ? the pressure peak! Smoke shade. So much for being sincere, the show only if, at night, behind you, a car with the xenon and full throttle after 3000 rpm. But ? very little.

X ciccio gsr: the advances I have lined up to 100mm3 voluntarily. I gave up on that a little after 3000rpm at full load because 100mm3 usar? those and redo the entire map (in fact 5mappe) not it was worth it. As for the other map that you say, now control. cos? don't even remember

[Already]

the map before the game why? touch it..

I wanted to tap me to see what effect it gave. This ? my own personal car

[SandroMarciano]

the duty cycle I intend it as the set-point of the chain is now measured pressure - set point d? my signal error that the pid process before acting on the actuator if eilimini the pid you left all without control, you'll first need to do 1000 tests without pid, and then you'll need to enter by force if you do not want to have problems and when you enter it you'll need to adjust the pid of the new set-point, and you forgot also that change it will not be? easy without knowing the calibration of the sensor and its gain... I would suggest only to act on the timing of the over and look for a compromise so it is always l? go here...
if you can adjust a gtb2260vk with this system you innalso a monument... gi? tried it, pick up the geometry to get it up to pressure and observe that you have a peak and then the pressure drops a lot and get the car ? dead under finch? does not have a second peak, and this time it will soften a bit and the pressure drops less, but you'll have a machine that scpinge by dogs, until the pressure will not be? constant...
I know it's not ? a simple operation that I said, but with certain machines and certain turbines oversized ? the only way...

[cicciogsr]

On the cars used in races acceleration eliminate l electronics and regulate everything manually

[carmageddon]

in competitions trophy l electronics ? the original and deleted all the strategies employees from anti-pollution rules or statutes of limitation for the production of power, but I do everything with the electronic original.

[cicciogsr]

Adjust a turbo that is different from the ori will be very difficult for me to avoid problems, I opted for a mechanical adjustment with tap etc..

[carmageddon]

I know that ? a boring answer, but ? difficult only for those who has not the knowledge to do that?....l alternative of the mechanical adjustment ? a viable alternative

[SandroMarciano]

Adjust a turbo that is different from the ori will be very difficult for me to avoid problems, I opted for a mechanical adjustment with tap etc..

if you look in my first message on this topic I wrote exactly this, and also for those who have knowledge are needed many attempts to develop variable geometry and PID.

[cicciogsr]

[QUOTE=carmageddon;46813]I know that ? a boring answer, but ? difficult only for those who has not the knowledge to do that?....l alternative of the mechanical adjustment ? an alternative

The answer is very obvious the knowledge they are there, but without evidence, on paper I don't think that we can, sandro, I agree on the difficulty? I have a hard time thinking of off the controller...

[megamind]

we need to see how many laps the d?, why? if it happens to 4000rpm nothing changes, however if the d? at 1800rpm you enter in the surge, and ? very deleterious to the turbine...

What it means to enter the surge? And as I notice it?

[SandroMarciano]

quote from wikipedia

"... the limit of the speed? maximum ? imposed by the fact that if the output of the vane is reached, the speed? sonic, we are faced with the wall of sound (or cone Mach), which is a pressure wave that is s? that the flow of fluid is pi? or less intermittent. It is said that the compressor has reached the limit of pumping (or surge limit or surge flow in English). The disequilibratura apparent of the impeller derives precisely from the fact that the pressure on the headstock not ? uniform..."

to recognize search some video on youtube, the ones you will find are extreme cases, when you get close to or enter little surge does not have these effects and not be able to hear it, you realize why? the turbine perder? the balancing in a short time. To avoid this you should be trying hard well the compressor map and turbine mounts, but they are rarely...

[megamind]

quote from wikipedia

"... the limit of the speed? maximum ? imposed by the fact that if the output of the vane is reached, the speed? sonic, we are faced with the wall of sound (or cone Mach), which is a pressure wave that is s? that the flow of fluid is pi? or less intermittent. It is said that the compressor has reached the limit of pumping (or surge limit or surge flow in English). The disequilibratura apparent of the impeller derives precisely from the fact that the pressure on the headstock not ? uniform..."

to recognize search some video on youtube, the ones you will find are extreme cases, when you get close to or enter little surge does not have these effects and not be able to hear it, you realize why? the turbine perder? the balancing in a short time. To avoid this you should be trying hard well the compressor map and turbine mounts, but they are rarely...

Warranties a lot!
Something like this? But as shown on the maps? :rolleyes:
I think it takes skills and studies to the shoulders of a certain ****llo not ? thing for simple hobbyists...
Instead, the choke line that means?

[SandroMarciano]

Warranties a lot!
Something like this? But as shown on the maps? :rolleyes:
I think it takes skills and studies to the shoulders of a certain ****llo not ? thing for simple hobbyists...
Instead, the choke line that means?

you, like the one posted, the chocke roughly refers to the limit of the turbine on the turbo car, it has the high speed and reached the threshold speed? of the turbine shaft can? increase, while the boost pressure rises slightly. for? this ? the less dangerous of the surge, even if it increases much wear and tear.

[Already]

Will update on the map in the back As I said I had pressure peaks at 1.7 bar. A Little many. I mod the map vgt and now I find myself in the press with a peak of 1.55 bar and 1.4 bar constant. I noticed for? that pi? you climb in rpm and less fuel inject. From the map we 100mm3 theoretically up to 4500rpm as set in the limiters. There will be? some other limiter. Advice?

[megamind]

What did you do exactly to adjust the vnt? For the limits diesel you've adjusted the maps lambda for the new device?

[SandroMarciano]

Will update on the map in the back As I said I had pressure peaks at 1.7 bar. A Little many. I mod the map vgt and now I find myself in the press with a peak of 1.55 bar and 1.4 bar constant. I noticed for? that pi? you climb in rpm and less fuel inject. From the map we 100mm3 theoretically up to 4500rpm as set in the limiters. There will be? some other limiter. Advice?
I suggest that you note how the turbo pressure to vary the rpm. The maps lambda do the rest...

[cdauria]

I have heard of these limiters but there compartment looking as well I do..

[ducati83]

this post ? really very very informative....finally something about the timing of an overboost I understood it....what's that for? I could not find....are the values of conversion to understand, in fact, the values of the map vgt what they are indicating....it should be the inclination of the vanes....but then, what is it that you refer?

[Already]

If you open the map vgt with titanium, which gives you the value as a percentage of quelllo in diagnosis are with opening the valve. Some diagnosis the call opening the valve turbo, the other valve is an overboost etc.... Not ? other than the opening of the giometria variable, and then the wastegate

[ducati83]

ok I found....and I indicates the 75% at idle engine....
so let's see if I understood well.....at the minimum, of course it is open why? at low rpm you do not need the pressure of the turbine,then accelerating as to raise the pressure closes up to the maximum indicated in the map to open then once the revs increase and there ? pi? need? pressure as always indicated in the map;
now if I wanted to work in order to have more thrust than that with the turbo pressure I could also work on the timing of an overboost and maybe prolong it for more and better stretch? of course, everything is always done with full knowledge of the cause....

[jacktheripper2]

ok I found....and I indicates the 75% at idle engine....
so let's see if I understood well.....at the minimum, of course it is open why? at low rpm you do not need the pressure of the turbine,then accelerating as to raise the pressure closes up to the maximum indicated in the map to open then once the revs increase and there ? pi? need? pressure as always indicated in the map;
now if I wanted to work in order to have more thrust than that with the turbo pressure I could also work on the timing of an overboost and maybe prolong it for more and better stretch? of course, everything is always done with full knowledge of the cause....

No values are given in % of the closing of the vgt. Then the minimum will be? closed to 75%. At low rpm the exhaust gas are lower and, therefore, serves to hold the geometry p? closed to get it up to pressure.
However on a car stock 100mm3 them you can inject up to 4500 revolutions, are so many, and the car fumerebbe like a train. In my opinion with the original turbo are too many, even at low rpm, I am not going over the 90mm3 with turbo stock that already? are more? that's enough to make beautiful cv if everything ? well calibrated.