change advances

I will say no....according to me nothing is wasted because since when the valve is closed, and you continue to inject in the mass of air and fuel that is burning,already triggered before tdc, and long before the pilot injection, we obtain an increase of the heat and especially the pressure inside the cylinder when the piston st? descending in the stage useful to say this means more pressure on the piston= more torque, ergo more power...
also in the post where calcolavo the advance I forgot to accenare a fact according to me very important to the cio? the pilot injection...
if we put the case with the advance of the main injection, which was 21? we had a pilot injection that preceded this 15? if we anticipate only the main we are going to "accavalarci" the pilot then according to me it would not be affato a bad idea to give the advance of the pilot injection, leaving traquesta and that in the main the same time in degrees that the manufacturer has provided, but "translating everything in advance"

remember that after a certain number of rounds, the pre-inj not ? the most active.
for the speech to lengthen the injection after the tdc goes well.. but after a certain number of degrees do not need anymore to anything..
you can take as an example a motor in a regeneration phase..

but the regeneration of the f? why deliberately injects diesel fuel outside of the combustion chamber...to the point of the post-combustion chamber with the exhaust valve open "charge" of diesel seeds the unburned gas column that st? leaving the engine and then to the end of this burning diesel fuel within the diesel particulate filter to raise the temperature of this and burn all of the particulate matter accumulated in the...what is that ? all diesel fuel wasted....

in previous posts I was with the reasoning of exploit the post-combustion chamber, in the limit of fumosit?
in the jtd the preiniezione ends at about 2800 rpm then starts the main in the mjet ? different there are also 5 injections over the pre

certain that to be able to change the combustion cycle of the multijet to adapt it to our needs, for me it would be a step forward by leaps and bounds.for? there I s? that takes knowledge out of the norm and approciarsi to this fundamental parameter of the diesel with engineering mind with the tools of graphic simulation and calculation powerful that the simple enthusiast, I believe, does not have...who knows if we will one day you iscrivesse a development engineer diesel engines of any manufacturer award-winning, and is willing to share his "technical" with us in order to get the most out of this topic.....it would be legendary...

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Originally Written by munro

certain that to be able to change the combustion cycle of the multijet to adapt it to our needs, for me it would be a step forward by leaps and bounds.for? there I s? that takes knowledge out of the norm and approciarsi to this fundamental parameter of the diesel with engineering mind with the tools of graphic simulation and calculation powerful that the simple enthusiast, I believe, does not have...who knows if we will one day you iscrivesse a development engineer diesel engines of any manufacturer award-winning, and is willing to share his "technical" with us in order to get the most out of this topic.....it would be legendary...

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with an engineer there and you're talking to? unfortunately, reluctantly, I do not work at bosch... the plan the plan if you realize you're supporting my speech that no measurements here, we can talk endlessly why? the values in the map in diagnosis is not always you will find my advice was to learn to work without advance up to certain capacities the performance come out the same I tell you but of course if you are of the mechanical changes and you want to overdo it then you have to get them to change..

mmmmmm.. then when a car goes into regeneration should have 50 hp more!!!!! :rolleyes:

post inizioni there fraga nothing maps that governs the advance in regeneration I don't think you should touch

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

Quote:

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Originally Written by dott.chem

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

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fully in line with my thinking of what I emphasize that from the first post that you need to verify the parameters ori with the diagnosis..