To overcome 100mm3 injected on edc16c39

[jacktheripper2]

Hi all, I have a problem on my grande punto 1.9 with gtb2260vk. I take care of myself electronics, and I can not get over the 100mm3 with the map informed. The limiters diesel I should have them arise, good or bad, all are about 6 if I remember well, some set to 100mm3 such as those in function of the speed? and the function of the pedal. My problem ? that even with those raised to 110mm3, I have all the maps scaled to 110mm3 but I don't need to inject it from the log, and I really can't understand why?. I also spoke with a few friends mappers that I did see the files but they don't explain the why? since the file ? well done. Place gold and 2 mod (in practice are the same so look at well as just what the name more? long). There horrified for advances, rail pressure,injection timing, maps out the drivers, etc, as I fit a 1.9 16v from croma 1.9 150 bhp, turbo pressure sensor 3.5 bar (of course linearized as you will see), and the nozzles in the amount of 15% (and here I have not done the mod to 'fit' but I left the timing stock and raised for? the whole map rail to have injection times pi? short, this even why? are increased, however slightly), adapting of course the timing of injection for 110mm3 on BP climbed. The map conversion nm/iq ? been adapted by adding at the BP of the nm 550nm to 110mm3, maybe not ? just perfect cos? why? I don't know which calculation to do to? there is a conversion factor of 5 nm x mm3 (as seen from the damos) should go pretty well.

Now I have to have 240 hp and is really just a little smoke, as if he had a map-medium/soft. Turn to the 2.2/2.3 bar peak and 1.9 after the 4000, I would like to get to 2.3 peak and 2/2.1 fixed-110mm3 so you always have a fumosit? light light.
I've tried everything but I can't really go more than 100mm3, I also tried it with lambda 0.8 but nothing, it always makes 100mm3 from little more? of 2000 rpm and about 5000 rpm. Sometimes it's just a piccata fast to 109mm3 but then drops immediately to 100.
Need the help of a true expert of edc16c39.

[angelolsp]

read here in this 147 and is set to 100mm3, but they had overcome, and then reported to 100mm3 because he did better if I'm not mistaken, he had come to 120mm3, however, you will find it all the more clear from reading... :) https://www.professionalchiptuning.net/showthread.php?2883-Mappa-Alfa-147-1-9-JTDm-120cv

[SandroMarciano]

your problem ? *1CE176 *1DC68E in the axis of the IQ *1CC678 *1CC8BC. and anyway you have other limiters that stop *110mm^3/s
If I can then comment briefly on the map: ask the pressure of 2bar gi? from 2000rpm ? a big mistake, why? assuming that the turbine would get the surge generated it would break the core assy in a short time. the maps that you like I by a 150hp 16v (I assume) in some points were more? performance if it were left to the original I am referring for example to the pressure gradient.

[jacktheripper2]

your problem ? *1CE176 *1DC68E in the axis of the IQ *1CC678 *1CC8BC. and anyway you have other limiters that stop *110mm^3/s
If I can then comment briefly on the map: ask the pressure of 2bar gi? from 2000rpm ? a big mistake, why? assuming that the turbine would get the surge generated it would break the core assy in a short time. the maps that you like I by a 150hp 16v (I assume) in some points were more? performance if it were left to the original I am referring for example to the pressure gradient.

If the maps were copied from the 16v that would have been more? performance with those of the 8v are you referring to the rail pressure, I know that at some points the 8v had the pi?, for? I wanted to copy the entire management of the rail, for example, map 2 map rail, which ? the increase to the second pressure if I'm not mistaken, why? with that of the 8v not followed well the set pressure as you now have the best follows. The only problem ? that sometimes gives me error fuel pressure and I piccate to 1800 bar, especially in the first accelerated or in the gear changes.
With regard to the injection, however, I managed to inject 110mm3 finally, today I tried to replace the original bp of the map nm/iq, replacing the map with the golds of the 16v, and then raised to 10% at the bottom of each curve, and then as if we want to 110mm3 to 500nm.. Cos? by finally injects them without any problem.
For the turbo pressure of 2 bar at 2000 rpm and made them already? first, at 2200 rpm to be exact and not ? not a problem for the gtb2260vk, the important ? that does not make a piccata too high (I have already? tested with 2.8 bar peak and also some pull with 2.5 up to the limiter, the turbine is not ? the problem but the problem ? the engine in that case). However, it has no problem of surge, only when I tried to close the geometry of 98% was a p? in the surge, but now I have remedied.

[SandroMarciano]

If the maps were copied from the 16v that would have been more? performance with those of the 8v are you referring to the rail pressure, I know that at some points the 8v had the pi?, for? I wanted to copy the entire management of the rail, for example, map 2 map rail, which ? the increase to the second pressure if I'm not mistaken, why? with that of the 8v not followed well the set pressure as you now have the best follows. The only problem ? that sometimes gives me error fuel pressure and I piccate to 1800 bar, especially in the first accelerated or in the gear changes.
With regard to the injection, however, I managed to inject 110mm3 finally, today I tried to replace the original bp of the map nm/iq, replacing the map with the golds of the 16v, and then raised to 10% at the bottom of each curve, and then as if we want to 110mm3 to 500nm.. Cos? by finally injects them without any problem.
For the turbo pressure of 2 bar at 2000 rpm and made them already? first, at 2200 rpm to be exact and not ? not a problem for the gtb2260vk, the important ? that does not make a piccata too high (I have already? tested with 2.8 bar peak and also some pull with 2.5 up to the limiter, the turbine is not ? the problem but the problem ? the engine in that case). However, it has no problem of surge, only when I tried to close the geometry of 98% was a p? in the surge, but now I have remedied.

From what I know the 2260 at 2000rpm reaches the surge with just 1.6 bar maybe can't get there why? by changing the map of the volumetric efficiency believes that it is enough to a pressure pi? low... for me my personal experience I can tell you that on a 2256 (then pi? small) with 1.8 bar on those rides I evidently the surge, however, was just a tip, the turbine ? your and of course there do what you want.
For the rail I think you have touched some address too, in the following discussion are posted to the correct addresses (only those needed really https://www.professionalchiptuning.net/showthread.php?3155-EDC16C-impariamola!&highlight=edc16c.

I've noticed that you've turned off the air conditioner...

The system with which you've added to diesel fuel, however I don't like, see for example the table that regulates the power: to observe, that the reasons in the couple and not on fuel, so at the end you find yourself a deal? altered...

In the Duration instead? as ever all the upheaval?

[jacktheripper2]

From what I know the 2260 at 2000rpm reaches the surge with just 1.6 bar maybe can't get there why? by changing the map of the volumetric efficiency believes that it is enough to a pressure pi? low... for me my personal experience I can tell you that on a 2256 (then pi? small) with 1.8 bar on those rides I evidently the surge, however, was just a tip, the turbine ? your and of course there do what you want.
For the rail I think you have touched some address too, in the following discussion are posted to the correct addresses (only those needed really https://www.professionalchiptuning.net/showthread.php?3155-EDC16C-impariamola!&highlight=edc16c.

I've noticed that you've turned off the air conditioner...

The system with which you've added to diesel fuel, however I don't like, see for example the table that regulates the power: to observe, that the reasons in the couple and not on fuel, so at the end you find yourself a deal? altered...

In the Duration instead? as ever all the upheaval?

Starting from the turbo,the 2260vk geometry of the last generation, and it has nothing to do with the 2256 (that I mounted the first one), I had before the 2256,then the gtb2056v and finally now the 2260vk bmw. I know foreigners that run for a long 2-bar already? at 1800 rpm,in italy on the tdi usually have them at 2000 rpm and 2 bar,and in no case is there a problem with the surge. Then be said, however, I honestly do not throw it never gi? everything to low but always from 2500 and up.
With regard to the manner in which I gave diesel be simple,I gave the map a pedal that seems to me the best way. The map of goodwill I have copied that of the 16v and then I lowered the p?,as with the injectors plus if no injects too much and not good. Even now, a part p? delayed why? I think that I should lower the duration in the first area.
The duration is not distorted,are those of the 16v scaled to make way for the new bp.
For the rail thank you after the check of the well from the PC.

[jacktheripper2]

I would need help with something also,I have changed the motor, but I left both the wiring harness to the ecu of the 8v,the only sensor that ? been changed ? the phase sensor. Not having changed anything in the map, relative to its operation I error phase sensor (not the light comes on the motor, but I have the error only exists on ecuscan). I tried to look on the damos and there are many things related to the camshaft or cranckshaft signal,for? those pi? important are all the same between 8v and 16v. Someone help me to remove this error please?

[jacktheripper2]

your problem ? *1CE176 *1DC68E in the axis of the IQ *1CC678 *1CC8BC. and anyway you have other limiters that stop *110mm^3/s
If I can then comment briefly on the map: ask the pressure of 2bar gi? from 2000rpm ? a big mistake, why? assuming that the turbine would get the surge generated it would break the core assy in a short time. the maps that you like I by a 150hp 16v (I assume) in some points were more? performance if it were left to the original I am referring for example to the pressure gradient.

I just checked the addresses that you've told me. Then the first ok yesterday putting the bp of nm original has started to inject 110mm3,the second ? referring to the map of the times,what c'? wrong with them? The bp I raised up to 110mm3 and I recalculated the times with linear interpolation,how to 100mm3. The other addresses are the 2 limiters for diesel on the basis of the pedal/rpm and speed?/ pedal (or optimum operation of the engine, as I read in a topic). They are both raised to 110 so I can't understand them what c'? wrong.

[bart]

Hello jacktheripper2, can I intervene myself to the discussion? :)
I had a look at your map and I wanted to tell you about a couple of things to check with Damos:
Check out the size of the two plans to the addresses 1E2E4C and 1E7966.
In addition, in correcting a curve, you have probably put a point in pi? address 1E1DAE.



The map conversion nm/iq ? been adapted by adding at the BP of the nm 550nm to 110mm3, maybe not ? just perfect cos? why? I don't know which calculation to do to? there is a conversion factor of 5 nm x mm3 (as seen from the damos) should go pretty well.
:(
Could you please tell me where is the conversion factor, to which address?

I would also like to kindly ask you, what are the values that you have the correct addresses: 1C782A, 1CF990 and 1D0B84.
Thanks :)

[jacktheripper2]

1D0B84 error mouse,thanks for the correction, 1C782A turbo pressure sensor (I put the sensor 3.5 bar instead of 3 bar etc? diagnosis to read more? of 2999mbar),1CF990 limiter diesel as a function of the engine rpm.
For the conversion factor I honestly can't remember,I didn't even look on my file, but I had only seen on the damos and I am sure that is the one.
Before making the map I looked at every single bit on the damos,a thing long enough, and I don't remember where? every thing except those which are fundamental.
1E1DAE not ? an error but ? the bit limitation of the turbo (ecm marks him, in fact).
1E2EC in fact it looks like a map 4x10. I got up, without looking good bp. The damos not the from but ? the third limiter of the vgt since only raising the other 2 before bed was pi? 75% while also raising this,even if I don't have very well understood what are the bp,the first may be atmospheric pressure and the second I just don't understand.
Should I raise just the tips to 6144, according to you, leaving the part that goes down is the original? So in the end what matters to me ? to close the geometry more than 75% up to just before 2000 rpm.
1E7966 according to the damos ? a map 16x16 and not 10x16, as it says in the ecm.

[jacktheripper2]

I just checked the latest map,the required torque during the start-up,so meanwhile, I had forgotten to change the bp that are a p? different,then, strangely, the ecm such as 10x16 on the file of the 8v while the file ori of the chroma from him as 16x16. Now I try to put back the stock at this point

[bart]

I just checked the latest map,the required torque during the start-up,so meanwhile, I had forgotten to change the bp that are a p? different,then, strangely, the ecm such as 10x16 on the file of the 8v while the file ori of the chroma from him as 16x16. Now I try to put back the stock at this point

In fact, looking at it, it gave me the impression of a 16x16 map pasted on a 10x16, for this I reported! ;)

Thanks for the previous answer! :)

[rego88]

I want to have my say.... the limiters as a function of the speed, in theory, should be in the nm of torque, but ? the state tried to bring those to the decimal value of 11000 to see if it actually limits even to 100mg??

[bart]

I just checked the latest map,the required torque during the start-up,so meanwhile, I had forgotten to change the bp that are a p? different,then, strangely, the ecm such as 10x16 on the file of the 8v while the file ori of the chroma from him as 16x16. Now I try to put back the stock at this point
I have regarded myself, and I noticed that the values of the two plans (8v and 16v)are different, so according to me you have two possibilities: the first ? try to put it back to original and see how it goes (as gi? proposed you too), alternatively, you need to take the map 16x16 and interpolarla on 10x16.



...1E2EC in fact it looks like a map 4x10. I got up, without looking good bp. The damos not the from but ? the third limiter of the vgt since only raising the other 2 before bed was pi? 75% while also raising this,even if I don't have very well understood what are the bp,the first may be atmospheric pressure and the second I just don't understand. Should I raise just the tips to 6144, according to you, leaving the part that goes down is the original? So in the end what matters to me ? to close the geometry more than 75% up to just before 2000 rpm.
This plan remains a bit ambiguous: it would seem a 4x10, but no... :confused:

According to me, to have a certainty, you should check through the Damos specific... ;)

[SandroMarciano]

I want to have my say.... the limiters as a function of the speed, in theory, should be in the nm of torque, but ? the state tried to bring those to the decimal value of 11000 to see if it actually limits even to 100mg??

the problem is the address that I posted I, torque limiters for single gear are correct.

[franco75]

1E2EC in fact it looks like a map 4x10. I got up, without looking good bp. The damos not the from but ? the third limiter of the vgt since only raising the other 2 before bed was pi? 75% while also raising this,even if I don't have very well understood what are the bp,the first may be atmospheric pressure and the second I just don't understand.
Should I raise just the tips to 6144, according to you, leaving the part that goes down is the original? So in the end what matters to me ? to close the geometry more than 75% up to just before 2000 rpm.
1E7966 according to the damos ? a map 16x16 and not 10x16, as it says in the ecm.

By BP might be a map pressure atomosferica/Temperature exhaust?

[SandroMarciano]

By BP might be a map pressure atomosferica/Temperature exhaust?

the damos says "Map for calculating the maximum allowable set value from the atmospheric pressure and consumption"

In practice ? a limiter opening of the vnt that works, based on the p_atm and on the fuel consumption expressed in l/h

[jacktheripper2]

I don't understand where is the problem in the addresses you posted.
Also, now I repeat, that I read 110mm3 without any problem. I also tried to remove the mod to the bit of rail that I had changed too much for it? sometimes I still have error fuel pressure and from the log I see piccate to 1800 bar.
On the map of the vnt given that the damos I don't see (why? me such as 'bosch map' winols), can I ask you if ? a map 4x10? Why winols me the cos? in fact, for? I would like confirmation from the damos. And if so, I don't understand what is the "continuation" to 6144.

As already said the limiters ? torque gear should be good to go.
Eye also that I was not limited to 100mg but 100mm3 that ? well different.

[SandroMarciano]

I don't understand where is the problem in the addresses you posted.
Also, now I repeat, that I read 110mm3 without any problem. I also tried to remove the mod to the bit of rail that I had changed too much for it? sometimes I still have error fuel pressure and from the log I see piccate to 1800 bar.
On the map of the vnt given that the damos I don't see (why? me such as 'bosch map' winols), can I ask you if ? a map 4x10? Why winols me the cos? in fact, for? I would like confirmation from the damos. And if so, I don't understand what is the "continuation" to 6144.
you, ? a 4x10, the continuation ? remained why? it may be defined also as an 8x10, for example, but the points from the axis, probably a version of the sw ir? the old era cos?...
To avoid the error that rails tries to lower the pressure, why? if the pump hp can't manage to send diesel fuel with enough pressure profile follow? a peak right in the moment you leave the pedal (effect due to the stroke of the ram) that is squirt the pressure at the stars!

[mariodarkblue]

Hi jack...you have read elsewhere...I followed the story of your point...can I ask you at the end now as you're put to ****llo engine?turbine?operating pressures??
I ask you this why? I see that you want to go beyond the 110mm3...

[jacktheripper2]

you, ? a 4x10, the continuation ? remained why? it may be defined also as an 8x10, for example, but the points from the axis, probably a version of the sw ir? the old era cos?...
To avoid the error that rails tries to lower the pressure, why? if the pump hp can't manage to send diesel fuel with enough pressure profile follow? a peak right in the moment you leave the pedal (effect due to the stroke of the ram) that is squirt the pressure at the stars!

I tried to redo the map rail only raising on 80-100-120mm3 (a little bit in the bottom). I'm trying to make a map with everything scaled to 120mm3,then decide? if you ask for less with the lambda so much, even why? to inject them in the top I need to stay really low type is set to 0.8, now I have left to 0.85 for 1200-1400mg of air, and then to rise to 0.9 and 0.95 starting to lower to about 700mg.
Now also I have copied the maps of the time of the delta 1.9 twin turbo that ? climbing up to 100mm3 and injectors better than the 1.9 150. I saw for? that has advances completely different compared to the map of the 1.9 150 cv, for? it seems to me that they have the same compression ratio and the engine ? the same, change the injectors,pump and turbine ? a two-stage.
For now I prefer to leave mine, though honestly I still don't understand if the injectors plus I should lower them.
According to you, as they are the ones that I did? I was always a few degrees after tdc, at 4500 rpm, with 1150us (table value to 1600 bar are not converted into us real), I should have 30.3 degrees to finish the fuel injection at tdc, let's say that divemtano about to 28.8 degrees, with 130/140 bar in the pi? of the rail (from what I understand you need to subtract 1 degree for every 100 bar in the pi? to rail about), if you see it for? that would mean an increase of 4.3 degrees with respect to the ori 24,49 degrees at 4500 rpm, which seems to me an increase of a little too much, then I calculated the fuel injection at tdc (which was 30.3 degrees) and I removed the 15%? the increase of the injectors, then going to give some degree in the pi? after the pms at low speed in order to load the better the turbine.

[jacktheripper2]

Hi jack...you have read elsewhere...I followed the story of your point...can I ask you at the end now as you're put to ****llo engine?turbine?operating pressures??
I ask you this why? I see that you want to go beyond the 110mm3...


The turbine ? always the gtb2260vk BMW,the engine ? a 16v croma.

[mariodarkblue]

The turbine ? always the gtb2260vk BMW,the engine ? a 16v croma.

Yes, we have the same engine...well, I think that 110mm3 are sufficient, if you can keep 2.1...120 I think are ok...attention to the prex turbo that "someone" I said the mjet 16v don't like to pressures over the 2bar...

[SandroMarciano]

I tried to redo the map rail only raising on 80-100-120mm3 (a little bit in the bottom). I'm trying to make a map with everything scaled to 120mm3,then decide? if you ask for less with the lambda so much, even why? to inject them in the top I need to stay really low type is set to 0.8, now I have left to 0.85 for 1200-1400mg of air, and then to rise to 0.9 and 0.95 starting to lower to about 700mg.
Now also I have copied the maps of the time of the delta 1.9 twin turbo that ? climbing up to 100mm3 and injectors better than the 1.9 150. I saw for? that has advances completely different compared to the map of the 1.9 150 cv, for? it seems to me that they have the same compression ratio and the engine ? the same, change the injectors,pump and turbine ? a two-stage.
For now I prefer to leave mine, though honestly I still don't understand if the injectors plus I should lower them.
According to you, as they are the ones that I did? I was always a few degrees after tdc, at 4500 rpm, with 1150us (table value to 1600 bar are not converted into us real), I should have 30.3 degrees to finish the fuel injection at tdc, let's say that divemtano about to 28.8 degrees, with 130/140 bar in the pi? of the rail (from what I understand you need to subtract 1 degree for every 100 bar in the pi? to rail about), if you see it for? that would mean an increase of 4.3 degrees with respect to the ori 24,49 degrees at 4500 rpm, which seems to me an increase of a little too much, then I calculated the fuel injection at tdc (which was 30.3 degrees) and I removed the 15%? the increase of the injectors, then going to give some degree in the pi? after the pms at low speed in order to load the better the turbine.

I didn't know that I had the 16v engine, in this case things change deeply! you have to start from the maps of that, especially the time of injection are characteristic of each type of injector, and are detected experimentally, changing them you would have a machine that is irregular. So if you have the injectors of the eighth put the map on those injectors, then interpolate the value at 100mm^3/s and 120.

The advances as well, parts of it, as the basis from those 150, then choose the one that corresponds until you feel the wall, it considers that the mjet do not have big issues postiniezione, since? having 2 preiniezioni the diesel fuel, lights, however, soon in the room, then you can afford to inject 10? and more, after the tdc. The rail pressure test it under 1700bar, according to me the pump ? too worn out or too small to give you those quantities? you ask to those pressures.

The flow rate of the air that enters it seems a little low 1200-1400... if you have the mass air flow sensor original pu? explain why? get to the end of the race. From my data, about 159 2.0 turbine original (gtb1549v) *1.9 bar and dpf measure 1470mg/i, a 2260 above 2 bar it needs to deliver at least 1800.

[mikyrace82]

Sandro what can I say...***** plimenti you are a great!I always follow your posts..

[nasone147]

Sandro what can I say...***** plimenti you are a great!I always follow your posts..
I love!!;)

[jacktheripper2]

I didn't know that I had the 16v engine, in this case things change deeply! you have to start from the maps of that, especially the time of injection are characteristic of each type of injector, and are detected experimentally, changing them you would have a machine that is irregular. So if you have the injectors of the eighth put the map on those injectors, then interpolate the value at 100mm^3/s and 120.

The advances as well, parts of it, as the basis from those 150, then choose the one that corresponds until you feel the wall, it considers that the mjet do not have big issues postiniezione, since? having 2 preiniezioni the diesel fuel, lights, however, soon in the room, then you can afford to inject 10? and more, after the tdc. The rail pressure test it under 1700bar, according to me the pump ? too worn out or too small to give you those quantities? you ask to those pressures.

The flow rate of the air that enters it seems a little low 1200-1400... if you have the mass air flow sensor original pu? explain why? get to the end of the race. From my data, about 159 2.0 turbine original (gtb1549v) *1.9 bar and dpf measure 1470mg/i, a 2260 above 2 bar it needs to deliver at least 1800.


The problem of the rail was for a bit was not raised, now no problem with the 1700's bar and 120mm3. I had said from the start that engine ? a 16v croma, the injectors for? have the atomizers increased. If you see the right map, you'll notice that infatt I have used the maps of the 16v, both for the times and for the payments to the rail.
Having the injectors +15% now I tried a new solution, and with 120mm3 do not smoke anything. I'm using the times of the Ducati corse that have injectors that should be +12% compared to 150 hp, and even his advances. Now with 120mm3 to 1600 bar I have the same times that I had before with 110mm3 and times of the interpolated chroma.

However, despite the 120mm3 I was hoping still something more? in performance, in fact, I wanted to try to leave the timing of the chroma only on 80-100-120 mm3 for something more?, why? you can increase the main injection does not seem to be the case. The good thing now ? that does not heat ANYTHING, yesterday I did a little 160-250 and is 750 degrees to 220 and 860/870 to 250,then the margin I still have. Also I advances, however, is not exaggerated at the top, I have less than 2 degrees at 4500 rpm and a bit more? in the middle rounds, I left the EOI of about 2.5 degrees after the 3000 and above, under, from what I know the best thing ? inject at tdc after the 3500 for? should I give several degrees and "other sources" I don't recommend it, even if it seems abroad to use the first method..
However, after all I never thought that it could go so? without an ounce of smoke. Now given that he's lost a bit of malice than before, before trying the map with times for 150 hp only to the bottom of the curves, I gave 10% to the map nm/iq when I call 450nm, cos? should inject them before..

[SandroMarciano]

The problem of the rail was for a bit was not raised, now no problem with the 1700's bar and 120mm3. I had said from the start that engine ? a 16v croma, the injectors for? have the atomizers increased. If you see the right map, you'll notice that infatt I have used the maps of the 16v, both for the times and for the payments to the rail.
Having the injectors +15% now I tried a new solution, and with 120mm3 do not smoke anything. I'm using the times of the Ducati corse that have injectors that should be +12% compared to 150 hp, and even his advances. Now with 120mm3 to 1600 bar I have the same times that I had before with 110mm3 and times of the interpolated chroma.

However, despite the 120mm3 I was hoping still something more? in performance, in fact, I wanted to try to leave the timing of the chroma only on 80-100-120 mm3 for something more?, why? you can increase the main injection does not seem to be the case. The good thing now ? that does not heat ANYTHING, yesterday I did a little 160-250 and is 750 degrees to 220 and 860/870 to 250,then the margin I still have. Also I advances, however, is not exaggerated at the top, I have less than 2 degrees at 4500 rpm and a bit more? in the middle rounds, I left the EOI of about 2.5 degrees after the 3000 and above, under, from what I know the best thing ? inject at tdc after the 3500 for? should I give several degrees and "other sources" I don't recommend it, even if it seems abroad to use the first method..
However, after all I never thought that it could go so? without an ounce of smoke. Now given that he's lost a bit of malice than before, before trying the map with times for 150 hp only to the bottom of the curves, I gave 10% to the map nm/iq when I call 450nm, cos? should inject them before..

The maf off, even if you do that, you can unplug the mass air flow sensor, why? it also reads the temperature value in the input. The speech of the advance does not agree, in fact I for example, I would not have felt the need to increase the injectors, the maximum I would have mounted those of the delta 190 or 159 170 147 DC, so starting from a table of the times already? ready....

[mariodarkblue]

The maf off, even if you do that, you can unplug the mass air flow sensor, why? it also reads the temperature value in the input. The speech of the advance does not agree, in fact I for example, I would not have felt the need to increase the injectors, the maximum I would have mounted those of the delta 190 or 159 170 147 DC, so starting from a table of the times already? ready....

Sandro...I'll quote in part;)

[jacktheripper2]

Sandro...I'll quote in part;)


The injectors according to me with 250 hp are a little on the limit,that's why? I wanted to make them increase. My trainer said that, unfortunately, have not provided the tables with the price increases for every pressure and iq, for? given that the ? been told that you are,plus 12 to 15% at 1800 bar, and comes very close to the mark-up that have those of Ducati corse, I wanted to try those maps. Now for? to have a little more? below I have put the maps of the 150 hp up to 1500 bar, cos? under injects more? and as soon as he gets to 1600 bar reads the time of the delta, and then I have the same egt, and nn, it seems to me bad to have 870 degrees to 250 with 2 bars.. Now I'm just trying to improve the constancy of the turbo pressure why? at 4000 rpm it makes me fall and then it goes back down to 1.9'e dates back to 2.05, the strange thing ? that log the opening of the vgt does not follow its own perfectly the values from the map and 4000/4200 when doing decline strangely, the geometry is closed. I had read a comment Sandro where you said that you would have to exclude the pid controller to adjust it well, but how does that work? For the case you pull a straight line to 10000? Why? a friend of mine had tried it cos? and ran better. I have tried both to use the pid of the 2.4 210 hp engine that has a turbine similar only a bit more? small, is the pid of the 16v, is my original, always change just a little nothing, and the best seem to be those of the 16v 150 hp.
Now, however, charge 1 bar at 2000rpm, 1.5 bar at 2250, 2.1 bar to 2500, 2.3 to 2800, 2.2 to 3000, then falls to the floor,2.1 to 4000, 4000 size to 1.9 and then it goes back to 2/2.1. By log geometry at 3800 rpm ? the 32% and 4000 rpm ? up to 40% and I don't understand why? is cos? given that the map should open more?.
As injection, I came to 88mm3 1924 laps, 98mm3 to 2016 laps,107mm3 to 2119 laps and 120mm3 from 2250 to 5000..:)
Smokes just a little to low if I throw it all already? at 1500, and yesterday with 5/10mm3 in less-no it was a thread of smoke even at those rpm's, now I have lowered it further to the lambda to make the injection more? linear since the first one had a drop, so even if you smoke in those rides okay why? by 2200 rpm does not smoke anything. ? hard to believe but even with 120mm3 not a thread of smoke.

[jacktheripper2]

The mass air flow sensor I hung up but I always use the maf off cos? the intake air ? pi? linear and greater at higher rpm, and allows me to inject 120mm3 without going in too much of a lambda.
For the advances I don't understand what you don't agree.

[SandroMarciano]

The injectors according to me with 250 hp are a little on the limit,that's why? I wanted to make them increase. My trainer said that, unfortunately, have not provided the tables with the price increases for every pressure and iq, for? given that the ? been told that you are,plus 12 to 15% at 1800 bar, and comes very close to the mark-up that have those of Ducati corse, I wanted to try those maps. Now for? to have a little more? below I have put the maps of the 150 hp up to 1500 bar, cos? under injects more? and as soon as he gets to 1600 bar reads the time of the delta, and then I have the same egt, and nn, it seems to me bad to have 870 degrees to 250 with 2 bars.. Now I'm just trying to improve the constancy of the turbo pressure why? at 4000 rpm it makes me fall and then it goes back down to 1.9'e dates back to 2.05, the strange thing ? that log the opening of the vgt does not follow its own perfectly the values from the map and 4000/4200 when doing decline strangely, the geometry is closed. I had read a comment Sandro where you said that you would have to exclude the pid controller to adjust it well, but how does that work? For the case you pull a straight line to 10000? Why? a friend of mine had tried it cos? and ran better. I have tried both to use the pid of the 2.4 210 hp engine that has a turbine similar only a bit more? small, is the pid of the 16v, is my original, always change just a little nothing, and the best seem to be those of the 16v 150 hp.
Now, however, charge 1 bar at 2000rpm, 1.5 bar at 2250, 2.1 bar to 2500, 2.3 to 2800, 2.2 to 3000, then falls to the floor,2.1 to 4000, 4000 size to 1.9 and then it goes back to 2/2.1. By log geometry at 3800 rpm ? the 32% and 4000 rpm ? up to 40% and I don't understand why? is cos? given that the map should open more?.
As injection, I came to 88mm3 1924 laps, 98mm3 to 2016 laps,107mm3 to 2119 laps and 120mm3 from 2250 to 5000..:)
Smokes just a little to low if I throw it all already? at 1500, and yesterday with 5/10mm3 in less-no it was a thread of smoke even at those rpm's, now I have lowered it further to the lambda to make the injection more? linear since the first one had a drop, so even if you smoke in those rides okay why? by 2200 rpm does not smoke anything. ? hard to believe but even with 120mm3 not a thread of smoke.

the egt that you get are good, not c'? really hurts, 120mm^3/s, however, are not too much for the configuration that you have you, and I believe that does not make smoke...
Comunquer to adjust the turbine need to send to 0, the PID, there are several maps on my edc15 were 12 maps, after the turbine make? what you want to follow the duty of the vnt, then tarerai appropriately those values in order to have the pressures objective similar to those measured (not ? an operation by a few hours, I took one month) then you start to re-enable the pid, before the P, get them up until you get peaks are not high, but at the same time, good quickness? answer, the same as you do with the factor I, while the D I advise you to leave it at 0.
Do not work the ones that you got from the other machines why? change a lot of things from one to another, also look simply the q.the.

[jacktheripper2]

the egt that you get are good, not c'? really hurts, 120mm^3/s, however, are not too much for the configuration that you have you, and I believe that does not make smoke...
Comunquer to adjust the turbine need to send to 0, the PID, there are several maps on my edc15 were 12 maps, after the turbine make? what you want to follow the duty of the vnt, then tarerai appropriately those values in order to have the pressures objective similar to those measured (not ? an operation by a few hours, I took one month) then you start to re-enable the pid, before the P, get them up until you get peaks are not high, but at the same time, good quickness? answer, the same as you do with the factor I, while the D I advise you to leave it at 0.
Do not work the ones that you got from the other machines why? change a lot of things from one to another, also look simply the q.the.

Cabbage even 12 maps.. In my sincerely I knew that are 4,2 of them for? they are in the process of regeneration so as not to touch. Also I have not quite figured out how to modify them to have more? reatrivit? and given that ? one thing very complicated maybe ? better if I leave it so?. Even why? the pressure drop that I have ? in the order of 50 maximum 100mbar for a few rounds and then not cos? problem. As soon as the avr? a little bit of time for us to see? if you managed to resolve.
The fact of the 120mm3 I honestly don't think that the pump is able to go over, why? them injection by 2300 rpm or just before up to the limiter, an injection-100mm3 at 2000 rpm,110 mm3 at 2150 rpm approximately, and after 120mm3. Also what to me ? been said may be sufficient to more than 260 hp. A guy abroad has rolled 260 hp with 110mm3 from 2000 to 5000,1750 bar rail and 2 bar of boost. For? I've read that with those values you are ir? on, 240 hp, and that in order to have 260 ne serve on 120mm3 about.
However, now we say that the map c'? and the car goes just fine with no smoke and no heat.
Regarding the Maf, and I knew that the temperature can? also be read from the map, and that it is precisely with the bit to remove the Maf after could also be disconnected. For? does not seem so? apparently..

[SandroMarciano]

Cabbage even 12 maps.. In my sincerely I knew that are 4,2 of them for? they are in the process of regeneration so as not to touch. Also I have not quite figured out how to modify them to have more? reatrivit? and given that ? one thing very complicated maybe ? better if I leave it so?. Even why? the pressure drop that I have ? in the order of 50 maximum 100mbar for a few rounds and then not cos? problem. As soon as the avr? a little bit of time for us to see? if you managed to resolve.
The fact of the 120mm3 I honestly don't think that the pump is able to go over, why? them injection by 2300 rpm or just before up to the limiter, an injection-100mm3 at 2000 rpm,110 mm3 at 2150 rpm approximately, and after 120mm3. Also what to me ? been said may be sufficient to more than 260 hp. A guy abroad has rolled 260 hp with 110mm3 from 2000 to 5000,1750 bar rail and 2 bar of boost. For? I've read that with those values you are ir? on, 240 hp, and that in order to have 260 ne serve on 120mm3 about.
However, now we say that the map c'? and the car goes just fine with no smoke and no heat.
Regarding the Maf, and I knew that the temperature can? also be read from the map, and that it is precisely with the bit to remove the Maf after could also be disconnected. For? does not seem so? apparently..

I just counted, on edc16c39 I are 10 maps: 2 for the proportional, 4 for the intedrale and the other 4 for the differential.
Anyway ? the turbine will make that trend even why? you do not have a pressure sensor that measures ir? of 3 bar absolute. mountain a 3.5 if you stay under, otherwise a 4bar absolute. if the pensore goes to scale the pid may not work well!

[jacktheripper2]

I just counted, on edc16c39 I are 10 maps: 2 for the proportional, 4 for the intedrale and the other 4 for the differential.
Anyway ? the turbine will make that trend even why? you do not have a pressure sensor that measures ir? of 3 bar absolute. mountain a 3.5 if you stay under, otherwise a 4bar absolute. if the pensore goes to scale the pid may not work well!


I wanted to put the 4bar why? it seems to me exaggerated,gi? a time laps of the 2.2/2.3 fixed they have to sell to me.
You can share to address the Pid?

[SandroMarciano]

I wanted to put the 4bar why? it seems to me exaggerated,gi? a time laps of the 2.2/2.3 fixed they have to sell to me.
You can share to address the Pid?
from 1e2330 find 4 D, 4 I, other maps, various, and, finally, *1e29c0 2 P.
The sensor aveo read or don't recall, from 3.5, however, the pu? go!

[jacktheripper2]

from 1e2330 find 4 D, 4 I, other maps, various, and, finally, *1e29c0 2 P.
The sensor aveo read or don't recall, from 3.5, however, the pu? go!

Thanks a lot,I for pid controller I meant all others..:)
Where I have indicated for? I have seen the first 6,and then 1e29c0 other 2.. How ever I have seen 2? I imagine that we have the BP similar to others and yet they do not see them. I have seen that some stop at 3750 rpm,the other at 4500 and the other at 5500. Now for? I wonder,given that the values that I have to tot laps are the same for all of the iq,I should first try to update only the last BP putting 120mm3? Or I could also scale it by removing 30 and 50mm3 and making it become 10-20-40-60-70-80-90-100-120. Even why? for the low iq I think that there are no more? of so much, and that my problem ? with iq high that there are no axes.

[SandroMarciano]

Thanks a lot,I for pid controller I meant all others..:)
Where I have indicated for? I have seen the first 6,and then 1e29c0 other 2.. How ever I have seen 2? I imagine that we have the BP similar to others and yet they do not see them. I have seen that some stop at 3750 rpm,the other at 4500 and the other at 5500. Now for? I wonder,given that the values that I have to tot laps are the same for all of the iq,I should first try to update only the last BP putting 120mm3? Or I could also scale it by removing 30 and 50mm3 and making it become 10-20-40-60-70-80-90-100-120. Even why? for the low iq I think that there are no more? of so much, and that my problem ? with iq high that there are no axes.
The axis ? in the case that you adapt, otherwise you will not get modulabilit?.

the maps to me are:

*1E2330
*1E2424
*1E2518
*1E260C
*1E2700
*1E2800
*1E29C0
*1E2AC0

Then as you said yourself, the council ? working on the P factor with changes to read as an intervention, even modest often leads to an increase of the peak important.

[munro]

I'd like to read these discussions to some trainer award-winning, only for the curiosity? to see that face they make...according to me a color(face)goes and another comes....ah ah ah...you guys are great 'c'? what can I say...simple enthusiasts who know much more than many of the alleged eternal parents are in charge with the smell under the nose...

[jacktheripper2]

The axis ? in the case that you adapt, otherwise you will not get modulabilit?.

the maps to me are:

*1E2330
*1E2424
*1E2518
*1E260C
*1E2700
*1E2800
*1E29C0
*1E2AC0

Then as you said yourself, the council ? working on the P factor with changes to read as an intervention, even modest often leads to an increase of the peak important.



Today I raised? I lifted too why? ? again spoke to the pid. Now I tried to lower a middle ground to see if it goes well.. Anyway, the car goes very well and I think I have about 260 hp.. And the beautiful thing ? that you do NOT smoke if you are not between 1500 and 2200 with everything already? (injects over 110mm3 gi? at 2200 rpm and load 2 bar) at 2300 rpm)..

However, the only way to be able to do not intervene in the pid ? open both the geometry at the top with high iq, and pr do you have to lower the limiters.

[jacktheripper2]

The axis ? in the case that you adapt, otherwise you will not get modulabilit?.

the maps to me are:

*1E2330
*1E2424
*1E2518
*1E260C
*1E2700
*1E2800
*1E29C0
*1E2AC0

Then as you said yourself, the council ? working on the P factor with changes to read as an intervention, even modest often leads to an increase of the peak important.

Hello Sandro, I would like to return to the topic of the PID controller. Then I figured out the order of how they are and which ones are useful and which not. The problem main ? that between my file and the one of a 16v there are huge differences. In my files are almost straight lines while on the 16v are curves.. What should I do then? Why? I think that if you ever copiassi those of the 16v should I also copy some bits just before relating to the pid. For? does not convince me as a thing. Now I was able to keep enough pressure stable even helped me with the limiter pressure turbo that always, that if the down to the high, always giving 50mbar in pi? from the map the pressure is pi? stable. At 5000 rpm, I had come to open the geometry is less than 20% why? if no dated back pressure as I move away too much from the pms taking injection high, and having left advances scaled up to 4500. I would like to? try changing the PID to see if I can improve. Can you give me a hand? The factor D, which you had said to leave well 0 appears to be down? 0 from the original. Unless they are reversed in my file than the one immediately after that ? 'during transient operation'. Other for? they are almost all straight lines on my file ori. How do you think it would be best to proceed?