tried to close a p? the vgt?8%!
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tried to close a p? the vgt?8%!
close and then increase....and always in the low rpm then 1250-2000?
Closing the vgt for sure that you have a better answer for? c'? the risk of creating too much an overboost then. The advance payments should be calculated on the basis of the end of injection original, I have made a excel sheet and I decide how much to inject after tdc. Sure to give you 10 degrees more ? a folly?. Remember that increasing the advance raises the pressure in the chamber. At low revs will also inject after tdc serves to decrease the lag why? the turbo charging better. The maximum yield is obtained when the piston has the maximum charge, do we? the injection must end 13 degrees ATDC (after top dead centre) for? you have to keep in mind of the ignition delay, the more increase of the rpm and the more this increases. In the file, if I remember c'? also a map that tells more or less how much ? to the various laps. At high rpm come up to 10 degrees of delay in the combustion, that's why? must have? try to finish the injection the more close as possible to the pms.Quote:
Originally Written by ducati83
Change the advances in the pu? bring great benefits, both in terms of consumption and yield. For? it is necessary to consider many factors and small mistakes can do damage in the long run. Test with 2 degrees, a maximum of something more, but don't go much beyond that. Also the management of the pre-injections ? linked to this (especially as it changes the ignition delay), as well as the afr set to change the speed? of combustion.
Before the mod the advances I light some document related to the combustion.
ok there I was working on the spreadsheet of microsoft excel for calculation...? I stopped at the question parameters to be set in the map or, better, I wanted to streamline a bit the formula in the sheet by the calculations in the main part.
so if I understand correctly: close the vgt and then increase....for? I have noticed that sometimes touching the parameter of the...at higher rpm, I lowered the pressure....now I don't know if other factors could be causing the problem...
for the discussion advances, I would like to first make a edit with 2-3 degrees to understand the car's behavior as it changes...then I'm interested in pi? elastic at the bottom...are not in search of absolute performance....even why? the clutch does not hold....then avoid the expense of 600€ ? the first thing I think of....
In the meantime, I don't know com'? the excel spreadsheet uses, so I can't judge. I created the my I open the map time, map rail, and the map advance. From there, I created the sheet, watching as inject after/before tdc for different rpm and injection. To the low you have 5/6 degrees Atdc about on the 16v.Quote:
Originally Written by ducati83
Considers that it must also keep in mind that with the egr closed, the combustion will be? fast and the area where we have all those degrees Atdc ? the area where the original egr ? in full function. At high rpm you get to inject at tdc at 4000 rpm, 2 degrees before or a little more to 4250 rpm and about 5 degrees before to 4500. This just because? at high rpm, the ignition delay increases. I recommend to stay the nearest as possible to the tdc at high revs (with high iq of course be at tdc sar? impossible, but there is talk of over 100mm3 of fuel injection). In my opinion to low to keep 5 degrees Atdc or more? ? do you go into boost before the turbo.
If you want to by 2 or 3 degrees, but not more. And the more you get closer to 3000 rpm and the less I have to give. From 3000 rpm and up, lift it with little iq, indeed, from the 3500 you could also lower it with very little iq in order to have less engine brake in the release.
This is what I say to you ? tried everything on my skin.
Ps: with the most advance you'll probably get the engine from a p? more noisy to the increase of pressure in the chamber, for? you will be able to do the climbs while standing at 1200 rpm wire gas without any problem (and then it depends on what rpm you start to mod the advance).
Now I hope that I have said stupid things, and if I said I'd like someone to correct me.
on my paper I'm doing on the basis of this formula
<?END of INJECTION (degrees) = (TIME INJECTION) / (1 / (Rpm / 60)) * 360 - ADVANCE(with the data in the map /2)
now one thing that I don't understand:you obviously parts from the assumption that the data in the map are in the clear?
now, I am of the values at the bottom of which are among 1,88 e 3.50 degrees DPMS, then you can get into recovery I get closer to TDC, and then give 1.5 degrees would improve the thing....
Cos'? the last /2 that you do in the formula and after that remove the advance original? The formula ? right, but that last /2 is not we want. I like the formula to use:Quote:
Originally Written by ducati83
Tinj?rpm?0,000006= .... Deg - Deg advance ori= degrees of end of injection after the tdc.
Taking values at random, suppose that we have 975us at 2000 rpm, and with 4 degrees of advance, all at full load. Then the formula will be: 975x0,000006x2000=11.7 - 4= 7.7. With these data, then the injection would be 7.7 degrees after tdc.
And why? split the result? You must not divide it here, where was the error. For the rest of my formula and yours give the same result if you end up not split.Quote:
Originally Written by ducati83
cos? I had the past and explained the formula....then it seemed strange that from the map ori, on the bottom I duration of injection is only 1.88 in?