View The Full Version : Alfa 147 150 hp
Hi guys and the few that use titanium and are inexperienced, I bought a alfa 19multijet 150 hp
And I discovered that it was already mapped and evil besides
Practically had lifted the values of the turbo without
Touch the limiters have increased 150 points
And the machine mi fails when it sank l throttle
Then I got up to 150 points for the limiter, but fails the same less but the same
What should I do??
Thanks to all
Alex
prepare a map ori the write try the machine and see if in the meantime it's fine . you have to go by logic, not by trial hello
With the gold goes well with my doubt and when I lift up the parameters of the turbo-150 points how much points I have to raise the limiter??
But before seeing the map or not map, because you have not made a diagnosis to see if the breakdown of that is on the turbo pressure? could it be another thing? with the map ori should not be in recovery because he has a request that is different from the modified map, it is normal, but should be fine with the change if the stain is applied.
It is, in fact, I have done the diagnosis and I know turbo pressure low
Place that, as he says rightly egs, it should be made a diagnosis in order to understand if the problem is that the failure is the pressure of the turbo, it would also be helpful to understand which version of the 1.9 jtd have. It is a 147 €3 with ecu is EDC16c8 or €4 with EDC16C39?
Given also that I am a user principiantissimo I advise you to take everything with pliers, what I will say and maybe wait for a confirmation or a denial from some experienced user.
In the case of edc16c8, the original map of the 150 Hp seems to me to have to 4000 rpm and for 70mm3 of fuel pressure, turbo 2330 which is also the expected maximum value in the map turbo, then in the version of the mod if it is increased to 150 points, the pressure should be 2480.
The maps of the turbo should be 3 addresses 0F82DA,0F851E,0F8762 and are all 3 identical, then there is a map to the address 0F89E8 which is full of 2400 which I think is a restrictor in the turbo pressure as a function of the external atmospheric pressure and I believe that if this was not adequate, obviously, as they exceeded the 2400 would give an average and I think there's another bit that is located just after the map to the turbo that limits the pressure and also this should be changed to a value that is obviously superior to the 2480.
Then the machine and euro 4
And error and p0237 pression low
Are inexperienced I use titanium I have increased the turbo pressure of 150 points and also the voice limiter turbo I have increased 150 my doubt and it is not that the machine when the pressure peaks should be even more on the pressure and maybe I have to raise more the limiter? ?
Because if not fo rapid decompression should not be in recovery
... my doubt is not that the machine when the pressure peaks should be even more on the pressure and maybe I have to raise more the limiter? ?
....
According to me, it is possible that there is a peak of pressure that goes beyond the limit, and probably raising more the limiter, the problem disappears, but I seguirei in a different way, or will a little bit the management of the variable geometry making it open just a bit more to do to reach peaks so high pressure.
I repeat, however, take everything with pliers, because they are not very expert, wait for advice from those who know more.
I I were you I'd post your modified map and the ori, here there are so many users that are experts and would give us a eye on it and advise you for the best
Then the machine and euro 4
And error and p0237 pression low
pression low= low pressure...
Hello an overboost you're right and the problem then what could it be??
take a spin on the street and tell me the pressures in the turbo between the lens and being measured as arriving
That is,??objective and measured?
I don't have the gauges mounted!!
You need a diagnostic tool
Will fit the maxi-scan 509???
I have that!!!
We can hear the phone so I give you the parameters as soon as the arrival in the country???
From regulation are prohibited in the private contacts. Take a picture and upload it on the forum
Raga hello give me a tip, I replaced the map to the machine, and now it's fine apart from the usual error p0237 I noticed that the old master has removed the swirl, however, do not have tapped holes zi just put the caps of the first that I noticed that the bleed could this be the problem??
I am aware of the swirl if you do not disassemble the manifold it is difficult to see if there are or not because they are on the inside. From the outside you can only see if they have dropped the shaft of the motor and have it locked open. Open holes in the manifold, there should be that's for sure
Hi guys, I'm autocostruendo a down pipe for my alpha could you help me
I need to know the pitch of the nut welded to the down pipe where zi mount the lambda
Thanks
Alex
For the problem of the turbo: you have also given fuel?
Because if you increase the increase in quantity of hair, even the pressure
so it is possible that the
mine goes into recovery x the pressure that comes with 1.8 around the limit and set it to 2650..
mine goes into recovery x the pressure that comes with 1.8 around the limit and set it to 2650..
I think you're doing something wrong.... 1 where read the value 1.8?
2 in the values in the map are inclusive deì 1000mbar of atmospheric pressure
then to 2650're more low and go into recovery fixed. 3 if you have turbine series 1.8 bar are too many. 4 your post is incomplete and too generic. Provide more data or attach a map to better understand
I read it from the time of diagnosis, as soon as I go to full load, the pressure rises to 1.8
I read it from the time of diagnosis, as soon as I go to full load, the pressure rises to 1.8
And in maps turbo as you are how to max value? If you are below the 2650 may be that you do not follow the.pressure goal, maybe you have the.geometry.variable.blocked
Hi all, every now and then by reading and acculturandomi in the forum, I find curiosity and wonder.
Just above I read that the pressure of 2600 mbar approximately are inclusive of 1000 mbar of atmospheric pressure, then in theory the turbine is working at 1600 mbar about right?
So if I, with my alfa 147 150cv 16v that sometimes, I have recorded "peaks" of 2600/2700 mbar obviously, only with the 2* and 3* maecia you permission settings, if I press at the bottom, is this normal? Can I stay quiet? I know that from the original map, the limit is 2330 mbar if I'm not mistaken. And I have regenerated the turbine by little, I would like to destroy right now!
Thanks and see you soon.
Hi all, every now and then by reading and acculturandomi in the forum, I find curiosity and wonder.
Just above I read that the pressure of 2600 mbar approximately are inclusive of 1000 mbar of atmospheric pressure, then in theory the turbine is working at 1600 mbar about right?
So if I, with my alfa 147 150cv 16v that sometimes, I have recorded "peaks" of 2600/2700 mbar obviously, only with the 2* and 3* maecia you permission settings, if I press at the bottom, is this normal? Can I stay quiet? I know that from the original map, the limit is 2330 mbar if I'm not mistaken. And I have regenerated the turbine by little, I would like to destroy right now!
Thanks and see you soon.
I would stop at 1.5 bar
The point is that I have not changed anything from the map, and with the mechanic we had done a test to increase of a turn of the screw of adjustment of the geometry and still have these spikes, of course, is not there pressure always.
There is something that does not go according to you?
The point is that I have not changed anything from the map, and with the mechanic we had done a test to increase of a turn of the screw of adjustment of the geometry and still have these spikes, of course, is not there pressure always.
There is something that does not go according to you?
Go back at least half a turn then, even if the best thing would be to know (I can't remember) that the turbine mounts and check in the technical data sheets that peaks bears.
I'll explain more in detail the speech the actuator, in practice, I have regenerated the turbine, but the car was not responsive, so with the mechanic we tried to make a turn of the screw, and even seemed perfect, so we tried to make another one, and felt too the breath of the turbine, guindi we went back half a turn (total a firo and a half more), I have used it so for a few days, I've done several measurements with multiecuscan and, of course, misuravo peaks of 2,6 rarely 2,7 when press pedal to the bottom, this to the low gears for the 4* then she squirts so high, then my fear of doing harm, we ripostata in the starting position, and was so until an hour ago, and still in the trials of these days I recorded these peaks with those same values, only that the car is meko reactive under 1800 rpm, so today we have given back only a half turn of the screw in order not to overdo it and to call.
Even when we tried to increase those rides did not go over the values, somo more or less always the same, for the precise model of turbine I inform, perhaps the next time step from the mechanic I make it look, or if I find certain information in the network.
My question is, given that even trying to increase it to a round and a half more adjustment of the actuator geometry, the peak values are increased or decreased, it is only changed the response of the car, according to you, is it normal? Now with just a half turn of the screw more than the setting that I had made a review can I be quiet? For now no map, only the egr off.
A greeting to all.
Sorry for the dopoio post, but I could not edit the previous one in the net I found this on the turbine, it should be her.
Turbine rotation FB Parts 777250-5001s we
Applications:
Turbo ref 777250-5001s we 777250-5001s we 777250-5001s we 777250-5001s we 777250-5001s we
777250-5001s we 777250-5001s we
OEM ref. 55214063 55214063 55214063 55214063 55214063
55214063
55214063
Manufacturer Fiat
Fiat
Alfa Romeo Alfa Romeo Alfa Romeo
Alfa Romeo Alfa Romeo
Model Fitting the Stilo JTD
Bravo Multijet
147 JTD
GT JTDm 147 JTDm Q2
Ducati Corse GT JTDm
156 JTD
Hello MCDJ90, the geometry does not need to adjust it with the dipstick, but from the map if no is a hut that you do not exit more.
Hello PasqualeGt there is a table/graph for the geometry a bit as that of the turbine in order to insert values that seem reasonable in the map?
In fact, would interest me too!
But it is possible that the geometry is influenced by the swirl? To me have removed physically, but I still have the actuator, and the map manager (which I hope to turn off soon), and I notice that the trend of the pressure rises first up to a peak of 1.6/1.8 for then decline after 2800/3000giri, when you feel the urge from the engine, but the first is slightly dead!
If it changes a little bit, abolishing the management swirl would be a good thing!
I honestly I have the 140 hp in my case, I do not have the swirl
I want to know more about the features of the geometry because it is it which makes the passage of air to the turbine decidendone the rate of rotation so that the greater pressure of the suction air .that said I wanted to know the characteristics of the geometry as a map .
But the part to replace it, there is no way to test the operation of the valve pierburg? I asked my mechanic, but he says that solotamente not break, the next time we put it on the lift, I also check the tubes, maybe.
Unfortunately, these seirl as I understand are really dangerous and I there are the past.
As soon as I have to redo the deployment, I replace my manifold with the aluminum of the engine as your own! Without swirl.
For this I wanted to know how to turn them off completely and then see if you can intervene on vestione pressure and geometry, recuperarci a little bit at low rpm.
Hello PasqualeGt there is a table/graph for the geometry a bit as that of the turbine in order to insert values that seem reasonable in the map?
I advise you to follow to read the forum post, then made the first mod and your to have opinions...so gradually learn as we all did(at least I do).
But the part to replace it, there is no way to test the operation of the valve pierburg?
there sure is. does it also mes.
I've got the mes and elm327, if you tell me how I can try to see if it works properly, if I have to do a chart with some values, I've done some, but I don't know if I put the right sensors, I had taken the pressure measured, pressure lens, throttle valve and an overboost, but I don't think I have done well.
Could you advise me?
Mes 3.5 calls him so: Bost control/solenoid.......anyway....*****and I see it, if you have changed the turbine geometry is clean(not blocked) then you will not have adjusted well to the rod of the geometry. You probably have not picked up the references when they did the replacement.
If you take the log of the pressure target and the measured one, and that goal is to the most high it will give you the error p0237. Then or have a pipe that vents, or you have the rod adjusted wrong.
Hello, can I post calmly, on the contrary a another discussion about valves swirl I've already posted, but at the moment my map is original, only with egr off, and then has an area at the end that is different from the ori, but I don't understand what it was (checksum, of course, those are just a few bits).
To me at the moment no error, only that the car is less responsive at low revs, and then give a strong push among the 2800/3000 rpm, you hear a lot in 2* and 3* gear.
Given this jerk I think of all, the turbine has been rebuilt recently, and we had to make a half turn of the screw in the dipstick otherwise you really shooting me, I've been dreaming about!
Go to understand if this difference is really the fault of the swirl missing.
I figured it out. Perhaps before changing the turbine was too reactive, because the geometry is not opened the whole. Now, however, it seems that the geometry fails to close.
No prior to repair of the turbine the car up to the 3000giri was dead, then suddenly 3000giri started to rocket!
In the past, before the whole story of the game was a missile since the low reggimi.
Now with the turbine regenerated it's much better to be low compared to periods before you re-key it, but these steps, if I accelerate gradually the shot, does so at 2800/3000 rpm, but if thrust the pedal 3* for example, triggered by 1800 rpm, up to that regime rises a little more slowly.
Hi guys, I'm new here, I wanted to ask you another thing (I motato now that starts to get hot and travel with the windows open), the turbine whistles for a quite a while, it's nice sound and I agree, but I don't know if I should worry about because he has been regenerated just 10000km ago', what do you think? As you hear the whistling of your turbine
Hi guys, I'm new here, I wanted to ask you another thing (I motato now that starts to get hot and travel with the windows open), the turbine whistles for a quite a while, it's nice sound and I agree, but I don't know if I should worry about because he has been regenerated just 10000km ago', what do you think? As you hear the whistling of your turbine
hello, but still spins with the vts adjusted by your mechanic? I would not like having a setting wrong in the long run it greets the turbo (assumption mine), anyway mine also feels a little a bit, and the sound of a prex and a little because I kat and fap. The whistle accented and symptom of balancing wrong.
but instead of 1000 guesses to make a log with pressure objective/measured and % closure geometry is too difficult?
Actually it would be the first thing to do
How to adjust unfortunately, I only have half a turn of the screw in more, if left as it is returned from the review, the car was very slow to climb rpm.
Of tracks with the MES I've made several, but unfortunately I do not know how to interpret them to the maximum, what is known is a trend that is strange (in the sense that with the throttle at about half, the pressure shoots up to peak 1,6/1,8 "would be the 2.6/2.8 mes", and then decline after 2800 rpm, and just in that moment that you feel an extra boost from the engine), now I can also make new, or to see what values I put in those facts.
As you are interested in? Doing some testing and sinking of the pedal? Or accelerator
Constant?
However, I do not know what is the value of the geometry, now I do not remember him, in those that I have done I have placed sure accelerator, press. Measured, press. Objective, and the number of laps.
Valve I remember the value valve parzializzateice flow, (if I'm not mistaken are the swirl), what is the value of the geometry that escapes me? Maybe I can saw and I don't remember.
How to adjust unfortunately, I only have half a turn of the screw in more, if left as it is returned from the review, the car was very slow to climb rpm.
Of tracks with the MES I've made several, but unfortunately I do not know how to interpret them to the maximum, what is known is a trend that is strange (in the sense that with the throttle at about half, the pressure shoots up to peak 1,6/1,8 "would be the 2.6/2.8 mes", and then decline after 2800 rpm, and just in that moment that you feel an extra boost from the engine), now I can also make new, or to see what values I put in those facts.
As you are interested in? Doing some testing and sinking of the pedal? Or accelerator
Constant?
However, I do not know what is the value of the geometry, now I do not remember him, in those that I have done I have placed sure accelerator, press. Measured, press. Objective, and the number of laps.
Valve I remember the value valve parzializzateice flow, (if I'm not mistaken are the swirl), what is the value of the geometry that escapes me? Maybe I can saw and I don't remember.
forgive me but apart from the whistle of the turbo the car should not be?
Valve I remember the value valve parzializzateice flow, (if I'm not mistaken are the swirl), what is the value of the geometry that escapes me? Maybe I can saw and I don't remember.
maybe call it % valve closing an overboost.
attach all the logs that you have in the meantime XD
Aaah yes indeed! Not as I remembered you, I think I put in some logs, ok as soon as I have the netbook at hand them I enclose.
For the offence, the machine goes, but has this strange behavior, in the sense that it is not responsive to the pressure of the pedal, it responds a little later, and then usually at around 2800/3000 rpm you hear a step, as if there was a moment of blank and then recovers.
The log graphs are good the same? Or where do I find the log as a table?
The csv that will save the mes...
Perfect, then I'll check them and I try to attach the ones that you understand better, some of the throttle is constant and the other with the accelerator to the bottom.
here is some log that I did some time ago, only in one there is the opening of the goemetria, there, and also the valves opening in the game, but to me they have been removed.
that strange thrust the known right around 2800\3000giri, when from the graph, the valves are fully open.
if I reset the duty on the map as you say, that improves something? or is it just a coincidence?
As I see it, you always have tons of an overboost, to any regime and any IQ.
then geometry incorrectly adjusted.
second thing, you need to find an interface that works better because you have a refresh bad, even with only 4 data puts us a second and a half between each line and the other. you should have 2 or 3 PER SECOND at least!
excuse the ignorance your ECU is a C8 or C39?
Sorry qnche thou my ignorance, but what do you mean by IQ? The load intended by the ecu?
For the veometria unfortunately, only a small adjustment to anticipate it, but if I remember correctly, I had a lot of spikes even before, if I have some path of the turbine before it will work.
As an interface I have a miresa elm327 wifi, I have seen the kit with the cantiecar (from my mechanic) but for a hobby, perhaps, is wasted! You could recommend something?
Ecu EDC16C39
go to the website of the MES to see the recommended interfaces depending on the car and the modules in which you wish to enter.
lately I have seen several problems with the elm327 "new", 1.4,1.5 etc etc.. from the site it seems that you can also use the KKL but I have never personally tried it.
all of them are strictly USB ONLY!
I correct myself. The cables kkl only works in kline.
Then elm327 or obdlink sx.
The second is said to be faster but I never found confirmation.
I also have a kkl and for my ecu should be fine, then I have to try and see how latency if it goes best with them that is usb.
For the rest, like an overboost can be a problem with the valve that manages the geometry? Or if it does not work correctly, it usually behaves with empty pressure, and not peaks?
can be various things.. make a log short and simple. third gear, from 1k to 4k rpm the pedal all down. put in pressure-demand and goal, opening the valve an overboost, and the amount of diesel fuel. if you think you'll always have too much pressure you have to try to adjust it and then redo log, etc..
this is the log always done with elm, unfortunately.
test acceleration of 3* from 1k to 4k rpm with the pedal all the way down.
what do you think?
Yesterday I went to my mechanic for a couple of services, and I took the opportunity to do a check since I always have a strange behavior, like a vacuum under the 3000giri, so I insisted on giardare the tubes of the air, those of the turbine nom we controlled for mancanzadi time, but we have seen one that is just below the egr valve, in practice, from what I understand there is a sort of box that also filter the air, we get a tube if I'm not mistaken port depression, and then from this box escomo other two tubes, one of these two enters in a valve and then it continues, all of this system gestise pre-curved valve soft off (another one of my problems was off with jolts), look at them we notice that one of these tubes (a piece of a few centimetres and that went from this box up to the top of the valve) was deformed and choked!
It was in the casino disassemble the
Box, and replace comfortably the piece of tubocino with a new one, but soon after turning it off
The engine is back lerfetto as perhaps has never been since I bought it!
Think a bit of a cabbage, and you will be viewed choked what combines!
I hope I can check more in the also those that implement the geometry, hoping to be a part of the genre too!
You with the pipes of the geometry have you ever had any problems?
here, pressure low is low pressure and not high, then nn is due to the limiter, but to a pipe split or the egr valve not sealed well when closed.....
I have no errors concerning low pressure or high, only that the machine does not push well up to 2800 rpm.
For the egr is flanged for a long time and excluded from the map, then I don't think that afiati from them.
I'll have to check the rest of the circuit to depression, if I am going to exclude the pump fi depression works, the box and the valve that actuates the butterfly softoff com related tubes are intact, and I serta, to check for safety the tube that goes from the pump to the box, and the one that continues from the box and goes to the control valve of the geometry.
I have no errors concerning low pressure or high, only that the machine does not push well up to 2800 rpm.
For the egr is flanged for a long time and excluded from the map, then I don't think that afiati from them.
I'll have to check the rest of the circuit to depression, if I am going to exclude the pump fi depression works, the box and the valve that actuates the butterfly softoff com related tubes are intact, and I serta, to check for safety the tube that goes from the pump to the box, and the one that continues from the box and goes to the control valve of the geometry.
If the tube that goes to the geometry sucks air it is normal for the machine there is the is the geometry is not completely pulled in . For the absence of dtc can also be a large tolerance on the part of Fiat or some prepare if it is mapped
Then a control to those of the tubes, I'll have to do it, stayed at the dtc for now, the only thing that was abolished was the egr, everything else is original (I have the file read in the ecu, by me, and compared with those ori), I changed excluding valves swirl and as soon as possible I write.
For the rest, I'll see how it behaves.
Good evening, after a long day I have written the file in the ecu with the change of the valves, swirl off most egr off, and then I removed mass air flow sensor to make a proof given that the machine I was strange at low rpms, and at around 3000 rpm, it was a snap of power, so he felt very in 2' and 3' gear!
Now, the fact of the map swirl off, it will be that I disconnected the mass air flow sensor, but it seems to me that goes a little better and face less shooting sharp those turns.
However, from the diagnosis to me marks the failure on the air temperature and mass air flow sensor (disconnected), I read on the forum that is used to measure the mass of the air, but as it says in the diagnosis, it seems to measure the temperature! I could help figure out if the mass of the obtained making the calculations according to the temperature? Or something like that? Or the air mass sensor is another? The mass air flow sensor might push me to have that behaviour at 3000 rpm.
Sorry for the many questions.
A greeting
MCDJ90
I'll tell you, I honscollegato yesterday afternoon, and I've used the drive, I noted the failure, but does not go into recovery, and I have almost the impression that it goes better, now I use relax this morning, then before or after lunch, the associate myself, and see if the well-known differences, in order to understand if I have to replace it, and what deco to buy more!
For the geometry in part, you may be right in part, no! The turbine was rebuilt 12k Miles ago and adjusted the bench, (according to those who made it), but mounted so the drive to the low reggimi was not to be for nothing, so with the mechanic, we advance the hand one-half turn on the adjustment screw and now it's better!
However, he has always had peaks of 2,7/2,8 in diagnosis, even before you adjust it.
Yesterday with mass air flow sensor disconnected I did a bit of testing, and in all has been around 2,65, from what I understand I should astare not much on the 2.5 as the peak, and now maybe this oiccola difference is docuta to the adjustment that we have moved.
But according to you the mass air flow sensor as well as distort the reading air mass, it can also cause these pressure spikes? What do I know! Maybe not reading the mass air, does it feel more time in the closed geometry? I'm going away for a rule, unfortunately I have a lot to learn.
Greetings.
I'll tell you, I honscollegato yesterday afternoon, and I've used the drive, I noted the failure, but does not go into recovery, and I have almost the impression that it goes better, now I use relax this morning, then before or after lunch, the associate myself, and see if the well-known differences, in order to understand if I have to replace it, and what deco to buy more!
For the geometry in part, you may be right in part, no! The turbine was rebuilt 12k Miles ago and adjusted the bench, (according to those who made it), but mounted so the drive to the low reggimi was not to be for nothing, so with the mechanic, we advance the hand one-half turn on the adjustment screw and now it's better!
However, he has always had peaks of 2,7/2,8 in diagnosis, even before you adjust it.
Yesterday with mass air flow sensor disconnected I did a bit of testing, and in all has been around 2,65, from what I understand I should astare not much on the 2.5 as the peak, and now maybe this oiccola difference is docuta to the adjustment that we have moved.
But according to you the mass air flow sensor as well as distort the reading air mass, it can also cause these pressure spikes? What do I know! Maybe not reading the mass air, does it feel more time in the closed geometry? I'm going away for a rule, unfortunately I have a lot to learn.
Greetings.
but before you change the turbo you had these problems?
I'll tell you, I honscollegato yesterday afternoon, and I've used the drive, I noted the failure, but does not go into recovery, and I have almost the impression that it goes better, now I use relax this morning, then before or after lunch, the associate myself, and see if the well-known differences, in order to understand if I have to replace it, and what deco to buy more!
For the geometry in part, you may be right in part, no! The turbine was rebuilt 12k Miles ago and adjusted the bench, (according to those who made it), but mounted so the drive to the low reggimi was not to be for nothing, so with the mechanic, we advance the hand one-half turn on the adjustment screw and now it's better!
However, he has always had peaks of 2,7/2,8 in diagnosis, even before you adjust it.
Yesterday with mass air flow sensor disconnected I did a bit of testing, and in all has been around 2,65, from what I understand I should astare not much on the 2.5 as the peak, and now maybe this oiccola difference is docuta to the adjustment that we have moved.
But according to you the mass air flow sensor as well as distort the reading air mass, it can also cause these pressure spikes? What do I know! Maybe not reading the mass air, does it feel more time in the closed geometry? I'm going away for a rule, unfortunately I have a lot to learn.
Greetings.
then, for the spikes you might have a problem with the pierburg, then with regards to the mass air flow sensor before changing it made a diagnosis with multiecuscan and you read the following parameters: air mass measured air mass, objective, turbo pressure measured and objective, the total quantity of diesel fuel (mm3) and rpm of the engine. Do a log pull in 3rd gear from 1500 to the limiter and then tell us the data so I can help you
*overbooster
Before regenerating the tjrbina the car had become dead under the 3000giri, it would take an eternity to take biri, and then get to those around and starting to blow! It was the sharp shooting! And then, it consumed oil.
Now the turbine is not leaking more oil, and to lower reggimi has taken place, always with a little tug around the 3000giri, but better than before!
For the peak pressure I don't know why I only began to equip myself a little bit!
*enrico
For the valve to some suspicion I have, I have to see when I can get help from the mechanic to dismantle and check the tubes if they are intact, I think they will not do it alone!
For the log of the mass air flow sensor, aspetteró well buy a new interface that is a little better than the elm wifi, but for the pull to the limiter, you mean up to 5000giri? I can stay quiet, or I do damage?
*overbooster
Before regenerating the tjrbina the car had become dead under the 3000giri, it would take an eternity to take biri, and then get to those around and starting to blow! It was the sharp shooting! And then, it consumed oil.
Now the turbine is not leaking more oil, and to lower reggimi has taken place, always with a little tug around the 3000giri, but better than before!
For the peak pressure I don't know why I only began to equip myself a little bit!
*enrico
For the valve to some suspicion I have, I have to see when I can get help from the mechanic to dismantle and check the tubes if they are intact, I think they will not do it alone!
For the log of the mass air flow sensor, aspetteró well buy a new interface that is a little better than the elm wifi, but for the pull to the limiter, you mean up to 5000giri? I can stay quiet, or I do damage?
here is the log requested. damn if I get spikes with the turbo!
so you tell me if they are close to death?! I hope not of course.
here is the log requested. damn if I get spikes with the turbo!
so you tell me if they are close to death?! I hope not of course.
What is known now turbine rigetenata is up to 1800/2000giri if I throw everything down, it takes a lot to climb, then from 2000 it pulls a lot, or, if I step on the accelerator gradually, the salt gradually up to 2800/3000 rpm and then by a tug (I've seen that corresponds with the opening of the geometry, is this normal draw?
For the wg, I will quote half a lap behind as he was returning from the review, and try again a little!
But the strange thing it is, for example, I disconnected again the devimetro, and I've done two tests always pulling 3* from 1500 to 4000giri about (I was disappointed to go down to the limiter) and two times the peak was within 2.5.
At the mass air flow sensor attached, I pull those peaks? Because actually enter the air? Or because they measure less and then pump ofmore turbo?
Sorry for the many guesses.
For the setting, eh I don't have the equipment unfortunately! But it is interesting! I will try to study and maybe experiment on a turbine that has my mechanic, I love to learn.
Shortly I am attaching also the other two files, so tell me what you think.
now, however, I don't remember if even without the mass air flow sensor, I had a peak at 2.7 do I have to check the previous log.
notwithstanding that riposizionerò the rod of the geometry as a revision.
Shortening the rod (increases) pressure
by lengthening the rod (decrease) pressure
Guys it is a clarification! Given that I noticed this kind of vacuum, accelerating gradually up to 3000giri and for this reason increased a around the shaft of the geometry (and then adding pressure, even if, in reality, the peaks were always those), I have a doubt! It is not that the geometry is too closed? Thus in addition to return in the position of oartenza, I have to try to decrease still? It almost seems as the face is the stopper, and then with the opening of the geometry to 3000 rpm vent and that extra push! Instead of being linear!
Do you believe this is possible?
Guys it is a clarification! Given that I noticed this kind of vacuum, accelerating gradually up to 3000giri and for this reason increased a around the shaft of the geometry (and then adding pressure, even if, in reality, the peaks were always those), I have a doubt! It is not that the geometry is too closed? Thus in addition to return in the position of oartenza, I have to try to decrease still? It almost seems as the face is the stopper, and then with the opening of the geometry to 3000 rpm vent and that extra push! Instead of being linear!
Do you believe this is possible?
Yesterday I riposizioneto the screw geometry as when it is retracted from the review, that content, unfortunately, is a accentuamento of the tome lament, that is, by accelerating gradually, the salt of the rpm up around 3000, and then have a moment of uncertainty and immediately after one shot of power!
For the pressure, it may be that I have misunderstood, but I understood the speech pressure, absolute and relative, of the time for bad habit, my say example 2.6 bar when the turbine compresses to 1.6, is an error in my expression, but I understood the meaning.
In any case, unfortunately I do not understand why it happens to me all the time and I still of the high peaks, is if I close further the geometry if I put it away "as revision", then the speech that could make a plug for is bullshit? I'm thinking of all of them.
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