Increase turbo pressure [ecm titanium] 2.4 jtdm

The original map brera 2.4 210 hp , at the time of purchase, there was no abnormal noise
just performed the removal of the dpf has started to make a whistle coming from the engine compartment , I think it is the turbo .
Note : Now the map is always the original alpha 210cv 420 nm, the only thing is that thanks to msport, I excluded dpf from the map and closed egr is in the ECU and physically
Now the car in these conditions on the test bench makes 178 hp ( against the 210 due) . Begins to smoke ( not that much ) and whistle at the same time once exceeded the 3 thousand revs up to 5 thousand, the turbo pressure peak is 1.5 and 1.4 bar constants ( down from 1.5 to 1.4 once exceeded 3 thousand rpm )
Now the question is this : I want to make sure the turbine and bringing it to the maximum pressure , and then to 1.6 - 1.7 bar x better see if this is smoke and whistles.. by increasing the pressure you would feel better with these problems ..
Someone can help me ? how do I aumntare the prex of the turbo ?
there are these entries under the section [turbo system] :
-Variable geometry control
-Turbo pressure
-Limiter of turbo pressure f (aps)
-Limiter of turbo pressure
Then you just have to add all the values in the last 3 items with a % preset?

p.s used the driver edc 16c39-4.5x 459-0 .927

do you want to increase the pressure to figure out the problem?

do not do it before taking it apart?

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Originally Written by sportknight

do you want to increase the pressure to figure out the problem?

do not do it before taking it apart?

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disassemble the coast.. make two rows with the ecm does not cost anything...

The pressure turbo that you are correct...
gi? them whistle a p?.... for what ? normal...

if you then remove also the DPF and Precat will feel even more? the hiss....

on the tour I would not do rely heavily...

if you have always had a good maintenance of those turbines never break...

The tour was real .. before me there was a guy with a civic 1.6 vtec, and he hoped to have at least 170cv..
on the tour he made 190 , and then the tour and' rather 'optimistic'
in fact, my on the highway the 200kmh nn exceeds

to low ? normal fischino,the high no...

the brera has as its speed max : 212 km/h
for which we have l?....

I would check the pi? the group injection... the turbo...
seen the data that you've found the turbo are congruent to the objective values in the map...

I correct myself... The vel. Max ? declared 230

Controls the injection

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Originally Written by sighline

disassemble the coast.. make two rows with the ecm does not cost anything...

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Sorry,
but to remove a sleeve and check the condition of the impeller,
and possible game of the axis, as Well as the operation of the geometry I don't think cost more? of a coffee?!?...

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Originally Written by cinqueturbo

Sorry,
but to remove a sleeve and check the condition of the impeller,
and possible game of the axis, as Well as the operation of the geometry I don't think cost more? of a coffee?!?...

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Fully agree

thanks to all for the answers ! the game the axis do not have one, I checked it from the cold side ( as if it were new to the turbo), I spoke to a mechanic and telling him to phone the problem mha said that' match the geometry, also xke' make lots of pressure fluctuations , example : I do a pull in third, starting from 900 rpm to 2000 rpm and pressure to 1.5 then back to 0.7 then immediately rises to 1.4 , and then you hear so much of this 'empty' .
Someone I confirm the compatibility of this turbo [ Garrett VNT-2256 1.8 constants 2.0 peak amended by mdracing, cost 1700 euro] glue for my car ? the type that is selling it says that it is perfectly suitable
Turbo oririnale and' gtb2056v

leave the gtb2056v , at most put a 2260, 2256 ? a turbine of the old generation. Then I would tell you that you adjust a turbine increased not ? cos? as simple as it seems, will have to be adjusted (to attempt) the whole of the duty cycle of the variable geometry and the corresponding PID controller. do you...

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Originally Written by sighline

thanks to all for the answers ! the game the axis do not have one, I checked it from the cold side ( as if it were new to the turbo), I spoke to a mechanic and telling him to phone the problem mha said that' match the geometry, also xke' make lots of pressure fluctuations , example : I do a pull in third, starting from 900 rpm to 2000 rpm and pressure to 1.5 then back to 0.7 then immediately rises to 1.4 , and then you hear so much of this 'empty' .
Someone I confirm the compatibility of this turbo [ Garrett VNT-2256 1.8 constants 2.0 peak amended by mdracing, cost 1700 euro] glue for my car ? the type that is selling it says that it is perfectly suitable
Turbo oririnale and' gtb2056v

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I usually geometries in the disassemble to clean them and place them don't change a turbo unnecessarily...
maybe they were customers of today-the day that as the year of the troubles go on full replacement...:rolleyes:

do check the geometry, you will often incrustations or very small irregularity? on the surface, where rest the fins in the long run break the turbine... if manutenzionata time it really takes very little to clean up and smooth out the irregularity?.
In theory ? a job that you could be yourself, a lot of good will? and a bit of caution in disassembling the turbine...no ? need to ritararla seen that you're not going to touch the impeller.

Emits some whistle the turbine?

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Originally Written by carbo92

Emits some whistle the turbine?

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It begins to whistle +smoke after 3000 thousand rpm at full throttle while if I press to the bottom of the gas is not given

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Originally Written by sighline

It begins to whistle +smoke after 3000 thousand rpm at full throttle while if I press to the bottom of the gas is not given

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B? you could also try to give a clean as whistles only at 3000 rpm, in some cases, when the fins deform the turbo whistles before then pu? also be that it is only a scale.

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Originally Written by Danny

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Yes I also think so, once disassembled, you may clean it with a little bit of gasoline in order to remove any kind of dirt.

confirming that it is a problem of variable geometry you've got it by the fact that after the removal of the dpf problems are increased with dpf most likely be the opening of the blades of the geometry was sufficient to generate the required pressure, in the absence of exhaust back pressure after the removal of the palette should open up more to compensate and may be blocked.

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Originally Written by paolo159

confirming that it is a problem of variable geometry you've got it by the fact that after the removal of the dpf problems are increased with dpf most likely be the opening of the blades of the geometry was sufficient to generate the required pressure, in the absence of exhaust back pressure after the removal of the palette should open up more to compensate and may be blocked.

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this is not ? correct, if you remove a restriction on the pressure difference between the outlet manifolds and the environment increases, and this causes an increase of speed? of the gas. Pi? or less ? what happens (even if fi goes in the field of incompressible) when you raise the rail pressure, the injection time cala in parit? flow.

Hello Sandro,
I don't want to contraddirti it be the controversy, ? only to discuss and better understand the operation, but I believe that it is only logical that by reducing the exhaust back pressure ? true as you say that you increased the speed? of the gas, but the prex in the turbine side of the exhaust ? pi? constant and generer? vacuums, just because? the drain empties more? quickly than to have the dpf, which is the "cap" and maintains a constant pressure, ? a bit the same problem that occurs after the removal of the cat.
the variable geometry at this point will work? most (in terms of trips), and especially the pi? quickly to compensate for these gaps..
What are you saying ? true in conditions of constant pace for example, if the engine is revolving at constant speed, e.g. 2000 rpm, then the geometry would be a little more? closed than before because of the greater speed? of gas leakage but to an important decrease of the rpm will be? forced to open more of the fins since? the drain empties easily.
What I wanted to say in the previous post ? there? that occurs ? an increase in the delta of the pressures between 900 and 4000 rpm that make the geometry work the most.
Then ? clear that if there are any other problems to the turbine having exhaust ir? ****** brings only benefits.

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Originally Written by paolo159

confirming that it is a problem of variable geometry you've got it by the fact that after the removal of the dpf problems are increased with dpf most likely be the opening of the blades of the geometry was sufficient to generate the required pressure, in the absence of exhaust back pressure after the removal of the palette should open up more to compensate and may be blocked.

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best answer !! thanks

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Originally Written by paolo159

Hello Sandro,
I don't want to contraddirti it be the controversy, ? only to discuss and better understand the operation, but I believe that it is only logical that by reducing the exhaust back pressure ? true as you say that you increased the speed? of the gas, but the prex in the turbine side of the exhaust ? pi? constant and generer? vacuums, just because? the drain empties more? quickly than to have the dpf, which is the "cap" and maintains a constant pressure, ? a bit the same problem that occurs after the removal of the cat.
the variable geometry at this point will work? most (in terms of trips), and especially the pi? quickly to compensate for these gaps..
What are you saying ? true in conditions of constant pace for example, if the engine is revolving at constant speed, e.g. 2000 rpm, then the geometry would be a little more? closed than before because of the greater speed? of gas leakage but to an important decrease of the rpm will be? forced to open more of the fins since? the drain empties easily.
What I wanted to say in the previous post ? there? that occurs ? an increase in the delta of the pressures between 900 and 4000 rpm that make the geometry work the most.
Then ? clear that if there are any other problems to the turbine having exhaust ir? ****** brings only benefits.

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this seems fair to me, then ? well to specify that the "problem" due to the emptying ? mostly due to the fact that you must have? to calibrate the operation of the variable geometry, in a way that does not cause the oscillations in the boost pressure.

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Originally Written by SandroMarciano

this seems fair to me, then ? well to specify that the "problem" due to the emptying ? mostly due to the fact that you must have? to calibrate the operation of the variable geometry, in a way that does not cause the oscillations in the boost pressure.

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Then all the times that you removed the dpf it is necessary to calibrate the geometry ?

if we wanted perfection, just an overboost and then the pressure would drop immediately to the constant without too many oscillations, but since that's not ? an operation to be 5 seconds ? best to leave it original...

very true what he says Sandro, put a hand to the map vgt that controls the degrees of opening of the blades is not ? its very simple...if it opens too much, you will have a supply irregular and risks too many spikes at the top, if it opens too little highlight only the problem...
usually if there are imbalances, particularly annoying is not it also touches on why? must be a work of precision, done gradually and intervening only in those critical points that cause the failure, all verified step-by-step from diagnosis