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And this is because? Have equal pressure, and have time even shorter, don't you think it a convenience?Quote:
Originally Written by lsdlsd88
Anyway, the problem is still there...Study and understand because you strattona.
It's easier than you think.
definitely something I gets out of hand, and an eye, there will be some other control bit that causes it to go intermittent from 3000 rpm onwards, and then agonize with the indicator light mil and related errors posted a few posts agoQuote:
Originally Written by Danny
They have nothing to do individual bits.
if you have EOI low was a convenience don't you think that would have always made going to the rail at the maximum pressure possible?Quote:
Originally Written by Danny
Valla to make a pump that holds up to 1600 bar to 1800 rpm...
Not surprisingly, at the same injectors, the 90 turns 200 bar in most of the 75, series.
not because it should inject a little more fuel also? but then I've never talked about 1800 rpm? take well as the regimes where the pump can function to the maximum, say from 2500 to 4500. you have 1600 bar fixed? no. if it was an advantage do you think would not?
Turn the question.
If this is not an advantage, is a disadvantage.
Why?
what should be adapted? the bit release measured real and I found themQuote:
Originally Written by Danny
we say that "each thing has its time".Quote:
Originally Written by Danny
if you inject too early means that the fuel will burn too soon. the better you have it when the fuel burns slowly (to have time to mix with oxygen), and at the right time.
absolutely agree...but consider that, then the diesel becomes much!
And surely, the time would still be too much!
but I have not talked about the quantities of diesel. I say that if "widen the holes" of the injectors, and you have to recalibrate the maps duration, and you'll find the times too short, then lower the SOI and the rail is mandatory IMHO.Quote:
Originally Written by Danny
if, instead, you bash, and leave the original times, it is as if I did a map deceived, then changing to inject more fuel because you open them for the same time as the ori. at that point, surely the fumes.
I'm perplexed about the utility of the change is less than the preparations of the extreme, why to see the original times are very oversized.
that is, what powers are we talking about?
It is the responsibility, that need to be recalculated the times, is undeniable.
but the address you set, it was different.
You said that it should be down rail, to switch on so you have time, however short. It is true, if you have an injector more stringent, to calculate the time (ammeso that you know the iq and the us to the various p-rail) in function of the new injector, but because you have to lower the rail?
Mainly the changes to have an injected faster, at least at the same rail pressure, but certainly not lower.
Cavalry, the 1.3 passes the 200 with injection semistock, cp1k3 and 183
With a turbo GTB1446Z i.e. 1.6 Mjet do not need the injectors, and increased rail pressure in the stars,etc., etc.
if one does not know how to get them to give the right fuel at the right time in just the atomizers of the 150cv mjet..
I have several cars with these mods and bench safely pull the Real 180hp at 1.8 Bar other than Abarth ;)
180 hp at 1.8 bar? : confused:
the GTB1446Z is geo variable I that of 105 hp at geo fixed should be the gt1446sz if memory serves me correctly, for the atomizers I have advised those of the 147 1.9, for now, the troubles I can get to 1.6 with injector ori because it seems to me useless to go over it with a little diesel fuel injectedQuote:
Originally Written by cinqueturbo
Attachment 11244Quote:
Originally Written by Danny
A few? Too many?
You are at geo.. you because you have opted to a with a WG?Quote:
Originally Written by alex210392
Starting from the assumption that does not seem to me a tour, but a rolled virtual.
in addition, very little the couple to have 180 hp.
Then, a 1446 that is power masssima later turbo big ones, I missed...
Alex, you don't need the sprayers. Study and see that go ahead.
yeah right but what are we talking about? I was referring to the amount for pseudo-ori, or at least the rail pressure request in the columns corresponding to the quantity gold.Quote:
Originally Written by Danny
if then I speak of 100mm3 due to the biip that you need more rail as possible.
I opted for this solution because it already was mounted and changed to 1.3 mjt, was mounted on a great point elaborated a friend of mine who now mounts the turbine of 2.0 mjtQuote:
Originally Written by cinqueturbo
Tour roller 2x2 old but working..Quote:
Originally Written by Danny
287,7 NM you seem to be a few, but when they jump the gears are too..
Then, a 1446 that is power masssima later turbo big ones, I missed...
1500RPM 80cv
2000RPM 115hp
2500RPM 160cv
3000RPM 180 hp
learn how to read charts
We do that maybe first places the rolled properly, not made with power din obd 1.4 (not a tour the old, but in the virtual of 28 9 2009.
Then we have that 180 hp at 3000 rpm are pure utopia ....
Then let's calm down :D
I can't see the image but I guarantee you that you're taking a crab huge.Quote:
Originally Written by cinqueturbo
180 hp at 3k rpm 427 Nm. if mathematics is not an opinion. consequently, it is pure utopia.
Erre erre that combines? We can all make mistakes and according to me the part offensive you could save, Danny, you was just trying to explain that maybe your reasoning is not correct... Address rail I with the same turbine and the map informed, going from 1480 to 1600 bar, the difference is I view it (because if you notice in the last few years you are just looking for the increase of the rail pressure in all engines from all the mothers... That have taken a crab all??? There impuntate regardless ������
yes, but here he was talking of another thing.Quote:
Originally Written by Ela.Toretto
did you put the injectors bigger?
For me the topic of discussion is the prex of the rail and of how and why to take it to 1600 without jerking at 3000 rpm, then everything else came after...***** o I injection stock.... The 180 hp at 3000 I let them lose ������
I'm not stupid: D
Regarding the rail, however, for me, it is always better to have the injection is shorter. It is true that at the top they all tend to get off the rail, but it is also true that they are very limited after the 4000, so it would be useless to have 1600 bar and 20/15 mm3.
Oh I was not there within nothing....you have mistaken Nick, but it seems strange that cinqueturbo shots caxxate free and on the ecu is very prepared, of course 180 hp at 3000 rpm I stink even to me with so little torque, in theory, should pull at least 5000. It is still a 1.3Quote:
Originally Written by Ela.Toretto
Of course, if you believe that a 40-year shoot shit for free or for complacency, should I change the forum..
I know I tell you now after 20 minutes the cell that the software that seems to be the virtual acquires RPM temperatures etc., from the car because diesel..
on gasoline this tour has other connections..
The pane on the roll that I posted has Maximum Torque at 3500RPM. 183cv to 5500RPM
I have other charts of this car with different maps and different problems arising as giving + pair etc
as the slippage of the clutch etc
perhaps I gave the numbers wrong graph, but is not this the point, and here I close the speech..
Erre-I'm sorry, I know that fooled by the profile picture xD I apologizeQuote:
Originally Written by Errecinque
Five no one wants to accuse anyone, but you know that one that reads 180 hp at 3000 rpm, with a 1,3 mjet, he says, and that is there air? however, if you said that the couple had not been increased the way one asks the couple no capacity manco and sti hp do they come out? that's all...Quote:
Originally Written by cinqueturbo
Put it this way.
If you believe that a guy of 27 years says *********, we can finish the discussion here.
Let's go with order.
The software, is not a tour, but a tour virtual. Captures rightly the data, to be able to calculate, in function of gear ratios included, coefficients, weight and more, the power.
Let's admit it all. Have you tried uphill, and downhill, and never in the plains. ( so I see in the comparison between the two graphs)
About the values I have two things to point out.
1)you said to Me that I didn't know to read a chart, and you said to me that he had the max power at 3000 rpm.
2)you're telling Me that has maximum power at 5500 rpm and max torque at 3500.
Admittedly, I do not know how to read the chart, having any chart in front of a 1.3, if you find maximum power at 3000, you know that is impossible... So before you tell me to learn to read a chart, be careful what you write.
Also, I get to say what I said. Explain to me xke with a 14, make power than a turbo much bigger?
I didn't want to kill the discussion....
xD
hello danny. Sorry for the delay if ricito this response... overdueQuote:
Originally Written by Danny
With the file ori of the panda 4x4 which is the launch already. You could cancel it ? To know the area.. the map, as you say,
Where to act x who knows. Thanks.
not to do the sapientone....ma in my opinion they are a little too many:) I think they are about 150 real at the braked bench. Otherwise with a 1549 or a gtd1449 what would you be able to pull off with stock injection? : DQuote:
Originally Written by cinqueturbo
Henry, 1549 , cp1k3 stock, you will make 200 hp, on the basis of mjt1
with the injectors stock? with how much pressure? I see it very hard....then the cp1k3 is not the one that mounts the 75 hp? which, moreover, holds the pressure of the cp1h3...Quote:
Originally Written by Danny
2.5 fixed bars, cp1k3 R55..... They do! : D
so according to your reasoning I with the gtd1449 that runs at 3 bar with stock injectors and cp1h3 stock I do more than 200 hp? : D I can tell you instead that between my injectors (90 hp) and those of the 95 hp m2Quote:
Originally Written by Danny
Enrico, I did 194cv with cp1k3 stock R55, nozzle and 1549.over 200 1549 and cp1h3 and inj stock, but on the basis of mjt 2.