Discussion: Mount Turbo Alfa 2.4 Jtdm 200Cv(Bw/kkk Bv 50)On the Punto 1.9 Jtd 86 Hp.

clear!!and its for this that I can not explain this limit of 100mm3 it should I inject more!! that's all...

you over 100mm3 and "game" with the map of pedal

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......

Originally Written by munro

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.

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?!?!