EDC16 c31 Honda _ address search Limiters IQ various and eventuali_Lambda and AFR

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Originally Written by munro

the 2.2 honda ? a powerful engine built with a technology that is truly at the forefront and that, among other things, mounts already a turbine bearing gtb1749b by the response time very short...the problem according to me riesede elsewhere...this particular engine adopts a system of suction that is very particular...in practice, and is equipped with an intake manifold split which 2 parties "serve" each 4 intake valves..the nuances? the most obvious? ? that unlike the fiat engines or bmw or any other that have the swirl valves to close the valves..this engine has a single large swirl valve at the air inlet of the two intake manifolds...this means that unlike other engines with slats close to the valves,where you have the "plenum always under pressurein this engine only "half a plenum" ? the working pressure in the other half? of the plenum ? completely "cleaning" of air going into the engine "apnea"...I believe that before scervellarti on the troubles that I say ? bearings, and then get into the spool...you should check the valve swirl...and if the case delete it totally....over all it seems to me that you mounts a pressure gauge to the press turbo...then you can levarti doubt as to press the turbo simply by monitoring the press turbo in precisely those areas of the tachometer where laments the lag....if in these areas the laws of more than 0.1 bar press...does it mean that the turbo however is "loading" and the problem ? elsewhere....think it through...

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Hi munro, but what good would this valve swirl just met? of the manifold? Perhaps to reduce the noise? In short, what is the sense of close and check only met

by closing the met? of the manifold in the other half you create a strong vacuum that draws very quickly, the flow of egr when open and also being away from the valves in the event of breakage of the valve of the swirl is not for the risk nothing also seen its large size, as opposed to the slats of the other engines a few inches from the valves when they break they make disasters imaginable...***** s, I've found a video very eloquent on the functioning of the honda engine i-cdti...
and in the English language, but watch carefully, "the flow blue" of the images to realize all....
http://www.youtube*****/watch?feature...&v=K6j76JEMjzA

Hello munro is a video that already I had seen years ago when they offered this beautiful motorone. But the part of the swirl had not happen if no I do not buy this machine! The first were writing to me of the lag ...but it has schemes where it is less, there is always it is as if the response to the command of the pedal there was always and at all speeds 1 sec. Of delay. What made me think of the turbine as the cause of this delay is that of the various sw mod the only one that touched on the hysteresis was the immediate response.

Do you long!!

on this engine, I have never had the opportunity to get their hands on it and I have to say that in my area it run several honda....this is for you to understand that they are of the engines are very reliable...
there are also civic type r with a k20 that are real shards....are motors,honda,I repeat,the facts really but really good...time f? I have had the opportunity to review the b16 vtec of the civic eg6 and I was impressed and fascinated by the quality? of the materials,machining tolerances, etc...seemed to see a race engine....*****s, going back to the 2.2 cdti or less specifically to a diesel with 4 valves per cylinder and problems of the delay in response...many times for es, the vw pd 140 and sometimes even on the fiat 1.3 multijet to find the same type problem ? solved by giving a good clean to the whole of the suction of the engine from the residues of the egr....
and also the swirl in the honda cdti you can? always remove mechanically.... you just have to physically remove the butterfly and leave in its place the axis of the same ? connected to a position sensor that returns a feedback signal in the ecu for the continued management of the same....

and anyway, apart from all this....make sure you primarily that all the parameters are in accordance with...

For the parameters ? everything in the standard, the egr ? closed so should I try to remove the butterfly and see what happens, or act as a map and try to always leave it open to l

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Originally Written by megamind

For example, I s? that on the map ori, at full load the dw at 2,000 rpm I d? 420 Nm (converted to a real result corrispodono to 357 Nm)

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sorry for the ignorance you tell me how does this conversion for Mn real?

thanks
hello

and a quick calculation assuming a volumetric efficiency of 85%.
I simply made 420Nm*85/100 = 357 Nm
My limiter of torque at 2000 rpm ? set to 399.6 Nm
reapplying the same calculation 399.6 Nm*85/100 = 339,66
The given factory of my car are 340*2000 rpm then I think that we are, even if this method ? to be taken with tongs.

I needed to have a reference...

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Originally Written by munro

and anyway, apart from all this....make sure you primarily that all the parameters are in accordance with...

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The parameters are in accordance with...
I found out where are those values of hysteresis moddati...


and as ever, those who rehearse? that map has preferred to use them.
The maps of the turbo are absolutely identical to the comparison of the curves! Who knows? that was not a simple forgetfulness of a map ? then been adapted to for my mod.
(I strongly think that is an oversight...)