View The Full Version : Mount Turbo Alfa 2.4 Jtdm 200Cv(Bw/kkk Bv 50)On the Punto 1.9 Jtd 86 Hp.
DarioJtd
13-02-2015, 11:50
Hello to all!I am here to ask you for some advice,since I have just run some small "surgery" on my Punto 1.9 Jtd,ringiovanendola a bit icon_e_smile.gif .I mounted the following things: fuel injectors plus cod.the final 119;pump, diesel injection, 2.4 Jtd,R 65;kit flywheel monomassa with the clutch and pressure plate reinforced by Co. Me.clutches;filter double cone and cotton;removing the catalyst and the whole system of the egr,rebuilt complete deployment, with replacement water pump;cutting complete with changing engine oil and filter,gearbox oil,fuel filter and seals.Some day I also got an intercooler in the front,the more varied the pipes for us to unload and around the tubes, and also a nice turbo plus Borg Warner/KKK BV 50 derivation of the Alfa 159, 2.4 Jtdm, 200Cv,already changed in the attacks, to adapt to the Jtd (still to mount,given that I'm preparing of the collectors in the cast iron to fit),before doing so, however,I would like to begin to understand,on how to start for the regulation and management of variable geometry?Given that in my case the vacuum actuator I have replaced it with a pressure that is already owned.I have also heard that some,by modifying the ecu, the original system of an overboost,through the valve Pierburg,able to manage the geometry.It is feasible according to you the thing?Rest in waiting, and thanks for any replies! icon_e_wink.gif
I wanted to mount a vl25 in point Jtd 80cv
Hello to all!I am here to ask you for some advice,since I have just run some small "surgery" on my Punto 1.9 Jtd,ringiovanendola a bit icon_e_smile.gif .I mounted the following things: fuel injectors plus cod.the final 119;pump, diesel injection, 2.4 Jtd,R 65;kit flywheel monomassa with the clutch and pressure plate reinforced by Co. Me.clutches;filter double cone and cotton;removing the catalyst and the whole system of the egr,rebuilt complete deployment, with replacement water pump;cutting complete with changing engine oil and filter,gearbox oil,fuel filter and seals.Some day I also got an intercooler in the front,the more varied the pipes for us to unload and around the tubes, and also a nice turbo plus Borg Warner/KKK BV 50 derivation of the Alfa 159, 2.4 Jtdm, 200Cv,already changed in the attacks, to adapt to the Jtd (still to mount,given that I'm preparing of the collectors in the cast iron to fit),before doing so, however,I would like to begin to understand,on how to start for the regulation and management of variable geometry?Given that in my case the vacuum actuator I have replaced it with a pressure that is already owned.I have also heard that some,by modifying the ecu, the original system of an overboost,through the valve Pierburg,able to manage the geometry.It is feasible according to you the thing?Rest in waiting, and thanks for any replies! icon_e_wink.gif
according to me, mount a geometry variable and then handle it with the actuator/wastegate of a turbo with fixed geometry and a great joke...(no offense to anyone) because in that way it only goes to create a huge back-pressure of the exhaust phase, release throttle to a high rpm very dannodso for the engine and the turbine itself as a management vgt "classical" in that situation, it opens all of the palettes to avoid what is described above...trust me I know from direct experience about a point of a friend with your same changes and 200cv abundant...seals and exhaust manifolds in cast iron, cracked a go-go...for the management of vgt with the pierburg ori of the point I tried to make it too, but then I gave up for reasons of time and also because I switched to a turbine fixed...(holset hx27W,of provienenza excavator fiat-kobelco that without problem 1.9 a peak of 1.7 percorenza... full boost(1.9 in) to 1700 rpm.... the above can push up to 2.5 bar without flash, for the problem, since once the Wg broke and the car turned with pressures estimated to have over 3 bar map and 3 bar but and deceived to work for a term not exceeding 2 bar with a mechanical system to avoid going crazy linearize a map 4bar )
I have the same changes! are 2 years that the turbine is working at 2.5-2.7 bar-100mgl(perhaps in addition), and 1500 bar, and I have not had (horns)no problem,I have a wg pressure that I was given by the "turbinista"that I have provided and modified the turbine and that's fine.since we're speaking of the pressures,as you can see I can not go to more than 1500 bar, why?then in diagnosis, the amount of diesel fuel is always 100,it is a limitation of the diagnosis,or the machine?
without seeing your map it is difficult to understand why this does not exceed certain limits of iq...
for the rail pressure is your problem perhaps lies in the sensor itself that does not see more than 1500 bar...
you should try to mount a sensor rail (1800 bar and linearizzarlo correctly to your file..
I forgot... if you mount a pressure gauge on the exhaust manifold sure you scare for the pressures that you will see....
I on my engine it wouldn't be an ever with back-pressures of the double press turbo....
then each one with his engine, who makes us what he wants..
but I can post my ecu?!?!
if I remember well, you have to reach a minimum number of posts to upload your file...
try to see if in the rules there is written something about it, unfortunately I don't remember why I came back to write on the forum after a long period of inactivity...
if I remember well, you have to reach a minimum number of posts to upload your file...
try to see if in the rules there is written something about it, unfortunately I don't remember why I came back to write on the forum after a long period of inactivity...
I apologize DarioJtd and to all the participants of the discussion for the off topic but I have to moral obligation and respect towards our great munro)
BUT WHAT YOU'VE DONE ? :p
I learned just now reading the various discussions that you have health problems, I'm sorry and I hope it is nothing major and the passenger..
From you and wish you a speedy recovery and to read good news in your excellent post..
ok, I can't, however I will change the sensor and see how it behaves!thank you for the valuable advice, munro good luck for all ;)
for iq I "discovered" all the limit. (I think) mha!let's see more!
I apologize DarioJtd and to all the participants of the discussion for the off topic but I have to moral obligation and respect towards our great munro)
BUT WHAT YOU'VE DONE ? :p
I learned just now reading the various discussions that you have health problems, I'm sorry and I hope it is nothing major and the passenger..
From you and wish you a speedy recovery and to read good news in your excellent post..
thanks for everything guys and greetings to you, cinqueturbo...
the fact is that work has various commitments find time to post on the forum I was difficult but now I think I have more time to dedicate to this fine forum...
thanks to you I have also known the movies.. :p in addition to having learned more about chipTuning of course...
where can I find the sensor?!?!a rail on a rail 2.4 would be fine?!?!thanks in advance!!!
you can try to mount the sensor rail fiat 1.9 mjt 150 cv law safely up to 1800 bar only that you have to linearize the sensor in the map then you need the specifications of the sensor that go to mount...
good morning to all! I was able to find and install the sensor reil,is a spear-lbs 2.4.I have made several maps, but nothing to do it remains implanted in the 1500 and does not move.if I exceed the threshold goes into recovery and power off.I have noticed only a very small increase of the amount of diesel the past 100 102.75
lybra 2.4 with edc15 fitted with a sensor equal to that of the point....always sees max 1500bar...I told you that you need a sensor edc16 fiat 1,9-2,4 that reads up to 1800 bar then the same goes adapted in the ecu...
I can't find a used sensor and the new cost a bang,I'm afraid then that I can not get it to work........
for the amount of diesel,it has a connection with these two things?!?!
what you need to know frank?
I'm confused!
the rail pressure,in my case,serves to maintain the right flow rate to the injectors, right?!?!I did some tests with the rail pressure and limiters ori 1350 and mod 1500 and I have not found any difference,****th e performance of the amount of diesel fuel.and the doubt has risen,I have 1500?!? why can't I get over 100 iq?!?! it will be just this sensor?!?!
the increase in pressure if it does not bear an essential increase of diesel...
if you increases the press rail, for example, a 10% more you will not see 10% more diesel fuel is injected, but the more or less 1/4 of diesel in more than 2.5% in most...
remember that if you bring the pressure up to 1600 bar, and maybe you are limited in the ecu to 100mm3, the ecu will go in the map rail on a pressure lower than 1600 to give you the 100mm3....
all clear?
clear!!and its for this that I can not explain this limit of 100mm3 it should I inject more!! that's all...
but your limiters to what you have them set?
over 100mm3 true?
you over 100mm3 and "game" with the map of pedal
well, strange that you can not inject more than 100mm3....
the cases are 2, or do you have any limiter that will block you again, iq...
or 100mm3 and the maximum limit on the iq that the ecu you can see the diagnosis...
in the first case is fairly easy to find the limitaotre and adeguralo in the second case is more difficult...
open your own tread, we unlock both the limiter (if there is/if there are any) that limit the diagnostic...
it is not the maximum limit which makes me see the ecu because after the exchange of the sensor(inexplicably) it came out of me 102, and it is strange and with a rail pressure of less than 1500
I checked and rechecked the limiters,are all higher than 100,maybe there is someone else that I just touched?! but it seems strange to me,not arriuverei to 100, right?!?!
the control unit gives me an error can this be?!?! p0380 but I don't think that affects you......
according to me, mount a geometry variable and then handle it with the actuator/wastegate of a turbo with fixed geometry and a great joke...(no offense to anyone) because in that way it only goes to create a huge back-pressure of the exhaust phase, release throttle to a high rpm very dannodso for the engine and the turbine itself as a management vgt "classical" in that situation, it opens all of the palettes to avoid what is described above...trust me I know from direct experience about a point of a friend with your same changes and 200cv abundant...seals and exhaust manifolds in cast iron, cracked a go-go...for the management of vgt with the pierburg ori of the point I tried to make it too, but then I gave up for reasons of time and also because I switched to a turbine fixed...(holset hx27W,of provienenza excavator fiat-kobelco that without problem 1.9 a peak of 1.7 percorenza... full boost(1.9 in) to 1700 rpm.... the above can push up to 2.5 bar without flash, for the problem, since once the Wg broke and the car turned with pressures estimated to have over 3 bar map and 3 bar but and deceived to work for a term not exceeding 2 bar with a mechanical system to avoid going crazy linearize a map 4bar )
It is not me, this thing of high backpressures in the exhaust during the release of the accelerator.According to me,the thing that happened to you,happened because there was poor management of the same geometry,which remained too closed to high loads and caused excessive heat(what happened to me)!!Cars with variable geometry "implemented" a "pressure" I have not invented I,see, for example, the first Alfa and Lancia 2.4 Jtd 136 Hp turbo Garrett Vnt 25 (td 2503).Also many people I have known on the face and on various forums,that mount turbo type gtb1756vk,2056vk or 2260 vk,have a mounted actuator with an adjustable setting,by using exchangeable springs(Forge,Bonalume,Mamba,Kinugawa),have not found any problem! Others, however, using the actuator, the original of the original turbo of the Punto Jtd (IHI VL-20) are managed through the map using the solenoid valve Pierburg (an overboost) to manage the gometria the same!On the turbo fixed geometry, I can agree with you.....it is more reliable as a "body" compared to a turbo geo variable.
and true claws first alfa 156 2.4 had the wastegate to "pressure" with the 136cv but already with the 140 and 150 are passed to the vgt managed in "depression"....who knows why if the first set of vgt pressure was so reliable right?
for correctness of info on the lancia libra, 2.4 jtd 136cv had an ihi fixed geometry...with the 140 and 150 are also passed them in the "depression"...if you do not believe what I say to you dario for curiosity mounts a pressure gauge on the exhaust manifolds attached to the same with a tube in copper and measure what pressure you have in the moment that I say but also in other...according to me you scare of the pressures that reach...remember that the back pressure kills the engine at high rpm even manages to make "float" the exhaust valves...trust on facebook can say and do whatever they want as you can do each one the engine treats it as he sees fit...
dario if you re-read the post murno of a few page back,he explains,in depth,why you create contopressioni so high............
I put a ihi vl 25/35 (press. 1.4) axis cam 115hp injectors 068 115 I gotta fix the timing d injection
Because the times of injection?!?!
Xk smokes a little bit with the original times of the 80cv
It can also be because of the turbolag........
The ihi vl 25/35 not much turbolag cm 2056
the injectors 115hp are slightly larger than those of the 80cv but in the last time especially at low speed are more long of a 115hp for what is written above, the solution is to copy the map-stroke 115hp in edc15 80cv...
On this topic I have to say it very long... I just demolished my own point, and with the 2260 VK with the valve working in the classic way, I pulled out 260 hp. Keep in mind the pressure of diesel fuel. To go further you need to map out driver to give pressure true on the injectors. The horses are only issued after you have replaced the cam shaft as pump pump the engine walls, and farewell. The turbo overshoots and behind, you leave a trail worse than a ferry. With regard to the common rail pump the 5c is not that great. Mine was a 5c with the cam and the pump, the BMW 535. The injectors were the same as those of the stylus 115 hp with bussie increased. The intake manifold has an entrance to insufficient, and in view of the adoption of the flywheel monomassa I cut away the valve shut off and saldai a tube 60.
To work with the pressures of an overboost of 3 bar and 2.5 fixed you need to grind the seats for the valves of half a millimeter or more to pull the valves inside the head. I found further benefited from the fact that I recovered the valve clearance after riprofilato the camshaft. To obtain these powers is it okay to install the connecting rods of the delta twin turbo. My first engine sfasciò inexorably. P. s. I've always used the head 8 valves
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