To overcome 100mm3 injected on edc16c39

[jacktheripper2]

you, ? a 4x10, the continuation ? remained why? it may be defined also as an 8x10, for example, but the points from the axis, probably a version of the sw ir? the old era cos?...
To avoid the error that rails tries to lower the pressure, why? if the pump hp can't manage to send diesel fuel with enough pressure profile follow? a peak right in the moment you leave the pedal (effect due to the stroke of the ram) that is squirt the pressure at the stars!

I tried to redo the map rail only raising on 80-100-120mm3 (a little bit in the bottom). I'm trying to make a map with everything scaled to 120mm3,then decide? if you ask for less with the lambda so much, even why? to inject them in the top I need to stay really low type is set to 0.8, now I have left to 0.85 for 1200-1400mg of air, and then to rise to 0.9 and 0.95 starting to lower to about 700mg.
Now also I have copied the maps of the time of the delta 1.9 twin turbo that ? climbing up to 100mm3 and injectors better than the 1.9 150. I saw for? that has advances completely different compared to the map of the 1.9 150 cv, for? it seems to me that they have the same compression ratio and the engine ? the same, change the injectors,pump and turbine ? a two-stage.
For now I prefer to leave mine, though honestly I still don't understand if the injectors plus I should lower them.
According to you, as they are the ones that I did? I was always a few degrees after tdc, at 4500 rpm, with 1150us (table value to 1600 bar are not converted into us real), I should have 30.3 degrees to finish the fuel injection at tdc, let's say that divemtano about to 28.8 degrees, with 130/140 bar in the pi? of the rail (from what I understand you need to subtract 1 degree for every 100 bar in the pi? to rail about), if you see it for? that would mean an increase of 4.3 degrees with respect to the ori 24,49 degrees at 4500 rpm, which seems to me an increase of a little too much, then I calculated the fuel injection at tdc (which was 30.3 degrees) and I removed the 15%? the increase of the injectors, then going to give some degree in the pi? after the pms at low speed in order to load the better the turbine.

[jacktheripper2]

Hi jack...you have read elsewhere...I followed the story of your point...can I ask you at the end now as you're put to ****llo engine?turbine?operating pressures??
I ask you this why? I see that you want to go beyond the 110mm3...

Hello for now I was to 110mm3 with 2.3 peak 1.9 after the 4200/4400, now I have tried to pick up 2 at the top and 2.1 fixed (I still have to do some testing for?), now I'm making a file with a 2.3 peak 2.1 above and 120mm3.
The turbine ? always the gtb2260vk BMW,the engine ? a 16v croma.

[mariodarkblue]

Hello for now I was to 110mm3 with 2.3 peak 1.9 after the 4200/4400, now I have tried to pick up 2 at the top and 2.1 fixed (I still have to do some testing for?), now I'm making a file with a 2.3 peak 2.1 above and 120mm3.
The turbine ? always the gtb2260vk BMW,the engine ? a 16v croma.

Yes, we have the same engine...well, I think that 110mm3 are sufficient, if you can keep 2.1...120 I think are ok...attention to the prex turbo that "someone" I said the mjet 16v don't like to pressures over the 2bar...

[SandroMarciano]

I tried to redo the map rail only raising on 80-100-120mm3 (a little bit in the bottom). I'm trying to make a map with everything scaled to 120mm3,then decide? if you ask for less with the lambda so much, even why? to inject them in the top I need to stay really low type is set to 0.8, now I have left to 0.85 for 1200-1400mg of air, and then to rise to 0.9 and 0.95 starting to lower to about 700mg.
Now also I have copied the maps of the time of the delta 1.9 twin turbo that ? climbing up to 100mm3 and injectors better than the 1.9 150. I saw for? that has advances completely different compared to the map of the 1.9 150 cv, for? it seems to me that they have the same compression ratio and the engine ? the same, change the injectors,pump and turbine ? a two-stage.
For now I prefer to leave mine, though honestly I still don't understand if the injectors plus I should lower them.
According to you, as they are the ones that I did? I was always a few degrees after tdc, at 4500 rpm, with 1150us (table value to 1600 bar are not converted into us real), I should have 30.3 degrees to finish the fuel injection at tdc, let's say that divemtano about to 28.8 degrees, with 130/140 bar in the pi? of the rail (from what I understand you need to subtract 1 degree for every 100 bar in the pi? to rail about), if you see it for? that would mean an increase of 4.3 degrees with respect to the ori 24,49 degrees at 4500 rpm, which seems to me an increase of a little too much, then I calculated the fuel injection at tdc (which was 30.3 degrees) and I removed the 15%? the increase of the injectors, then going to give some degree in the pi? after the pms at low speed in order to load the better the turbine.

I didn't know that I had the 16v engine, in this case things change deeply! you have to start from the maps of that, especially the time of injection are characteristic of each type of injector, and are detected experimentally, changing them you would have a machine that is irregular. So if you have the injectors of the eighth put the map on those injectors, then interpolate the value at 100mm^3/s and 120.

The advances as well, parts of it, as the basis from those 150, then choose the one that corresponds until you feel the wall, it considers that the mjet do not have big issues postiniezione, since? having 2 preiniezioni the diesel fuel, lights, however, soon in the room, then you can afford to inject 10? and more, after the tdc. The rail pressure test it under 1700bar, according to me the pump ? too worn out or too small to give you those quantities? you ask to those pressures.

The flow rate of the air that enters it seems a little low 1200-1400... if you have the mass air flow sensor original pu? explain why? get to the end of the race. From my data, about 159 2.0 turbine original (gtb1549v) *1.9 bar and dpf measure 1470mg/i, a 2260 above 2 bar it needs to deliver at least 1800.

[mikyrace82]

Sandro what can I say...***** plimenti you are a great!I always follow your posts..

[nasone147]

Sandro what can I say...***** plimenti you are a great!I always follow your posts..

I love!!

[jacktheripper2]

I didn't know that I had the 16v engine, in this case things change deeply! you have to start from the maps of that, especially the time of injection are characteristic of each type of injector, and are detected experimentally, changing them you would have a machine that is irregular. So if you have the injectors of the eighth put the map on those injectors, then interpolate the value at 100mm^3/s and 120.

The advances as well, parts of it, as the basis from those 150, then choose the one that corresponds until you feel the wall, it considers that the mjet do not have big issues postiniezione, since? having 2 preiniezioni the diesel fuel, lights, however, soon in the room, then you can afford to inject 10? and more, after the tdc. The rail pressure test it under 1700bar, according to me the pump ? too worn out or too small to give you those quantities? you ask to those pressures.

The flow rate of the air that enters it seems a little low 1200-1400... if you have the mass air flow sensor original pu? explain why? get to the end of the race. From my data, about 159 2.0 turbine original (gtb1549v) *1.9 bar and dpf measure 1470mg/i, a 2260 above 2 bar it needs to deliver at least 1800.

The problem of the rail was for a bit was not raised, now no problem with the 1700's bar and 120mm3. I had said from the start that engine ? a 16v croma, the injectors for? have the atomizers increased. If you see the right map, you'll notice that infatt I have used the maps of the 16v, both for the times and for the payments to the rail.
Having the injectors +15% now I tried a new solution, and with 120mm3 do not smoke anything. I'm using the times of the Ducati corse that have injectors that should be +12% compared to 150 hp, and even his advances. Now with 120mm3 to 1600 bar I have the same times that I had before with 110mm3 and times of the interpolated chroma.
Pressures of 2.5 peak if I throw down? to low (pike for half a second),then goes down to 2.2/2.3 and 1.95 a limiter. As air is sucked anyway, I 1600mg or a little more? peak and then drops to 1300/1400 keeping for? still 1300 mg to 4500 rpm and beyond, in fact, I de error mass air flow sensor on ECUscan why? now ? out-of-scale, it seems to me that the best for him is 1200 mg to 4000 rpm, now I to do? the maf off because I know how to do and I wanted to try and take them off of all the mass air flow sensor..
However, despite the 120mm3 I was hoping still something more? in performance, in fact, I wanted to try to leave the timing of the chroma only on 80-100-120 mm3 for something more?, why? you can increase the main injection does not seem to be the case. The good thing now ? that does not heat ANYTHING, yesterday I did a little 160-250 and is 750 degrees to 220 and 860/870 to 250,then the margin I still have. Also I advances, however, is not exaggerated at the top, I have less than 2 degrees at 4500 rpm and a bit more? in the middle rounds, I left the EOI of about 2.5 degrees after the 3000 and above, under, from what I know the best thing ? inject at tdc after the 3500 for? should I give several degrees and "other sources" I don't recommend it, even if it seems abroad to use the first method..
However, after all I never thought that it could go so? without an ounce of smoke. Now given that he's lost a bit of malice than before, before trying the map with times for 150 hp only to the bottom of the curves, I gave 10% to the map nm/iq when I call 450nm, cos? should inject them before..

[SandroMarciano]

The problem of the rail was for a bit was not raised, now no problem with the 1700's bar and 120mm3. I had said from the start that engine ? a 16v croma, the injectors for? have the atomizers increased. If you see the right map, you'll notice that infatt I have used the maps of the 16v, both for the times and for the payments to the rail.
Having the injectors +15% now I tried a new solution, and with 120mm3 do not smoke anything. I'm using the times of the Ducati corse that have injectors that should be +12% compared to 150 hp, and even his advances. Now with 120mm3 to 1600 bar I have the same times that I had before with 110mm3 and times of the interpolated chroma.
Pressures of 2.5 peak if I throw down? to low (pike for half a second),then goes down to 2.2/2.3 and 1.95 a limiter. As air is sucked anyway, I 1600mg or a little more? peak and then drops to 1300/1400 keeping for? still 1300 mg to 4500 rpm and beyond, in fact, I de error mass air flow sensor on ECUscan why? now ? out-of-scale, it seems to me that the best for him is 1200 mg to 4000 rpm, now I to do? the maf off because I know how to do and I wanted to try and take them off of all the mass air flow sensor..
However, despite the 120mm3 I was hoping still something more? in performance, in fact, I wanted to try to leave the timing of the chroma only on 80-100-120 mm3 for something more?, why? you can increase the main injection does not seem to be the case. The good thing now ? that does not heat ANYTHING, yesterday I did a little 160-250 and is 750 degrees to 220 and 860/870 to 250,then the margin I still have. Also I advances, however, is not exaggerated at the top, I have less than 2 degrees at 4500 rpm and a bit more? in the middle rounds, I left the EOI of about 2.5 degrees after the 3000 and above, under, from what I know the best thing ? inject at tdc after the 3500 for? should I give several degrees and "other sources" I don't recommend it, even if it seems abroad to use the first method..
However, after all I never thought that it could go so? without an ounce of smoke. Now given that he's lost a bit of malice than before, before trying the map with times for 150 hp only to the bottom of the curves, I gave 10% to the map nm/iq when I call 450nm, cos? should inject them before..

The maf off, even if you do that, you can unplug the mass air flow sensor, why? it also reads the temperature value in the input. The speech of the advance does not agree, in fact I for example, I would not have felt the need to increase the injectors, the maximum I would have mounted those of the delta 190 or 159 170 147 DC, so starting from a table of the times already? ready....

[mariodarkblue]

The maf off, even if you do that, you can unplug the mass air flow sensor, why? it also reads the temperature value in the input. The speech of the advance does not agree, in fact I for example, I would not have felt the need to increase the injectors, the maximum I would have mounted those of the delta 190 or 159 170 147 DC, so starting from a table of the times already? ready....

Sandro...you quoto in part
the maff off ? doable...you just have to move the sensor t air drawn elsewhere...maybe reperendolo from an old mass air flow sensor, or even find a sensor Rate curve similar feature, and place it at any point (there would be one of the old bosch 2.10.3 that would be great)....for the injectors, I think that an elaboration of this ****llo, is outside the canons of the conventional...and to calibrate well with diesel performance/smoke and/or temperatures, it is necessary to proceed to the attempts of...by increasing or decreasing the times of injections "attempts"...

[jacktheripper2]

Sandro...you quoto in part
the maff off ? doable...you just have to move the sensor t air drawn elsewhere...maybe reperendolo from an old mass air flow sensor, or even find a sensor Rate curve similar feature, and place it at any point (there would be one of the old bosch 2.10.3 that would be great)....for the injectors, I think that an elaboration of this ****llo, is outside the canons of the conventional...and to calibrate well with diesel performance/smoke and/or temperatures, it is necessary to proceed to the attempts of...by increasing or decreasing the times of injections "attempts"...

The injectors according to me with 250 hp are a little on the limit,that's why? I wanted to make them increase. My trainer said that, unfortunately, have not provided the tables with the price increases for every pressure and iq, for? given that the ? been told that you are,plus 12 to 15% at 1800 bar, and comes very close to the mark-up that have those of Ducati corse, I wanted to try those maps. Now for? to have a little more? below I have put the maps of the 150 hp up to 1500 bar, cos? under injects more? and as soon as he gets to 1600 bar reads the time of the delta, and then I have the same egt, and nn, it seems to me bad to have 870 degrees to 250 with 2 bars.. Now I'm just trying to improve the constancy of the turbo pressure why? at 4000 rpm it makes me fall and then it goes back down to 1.9'e dates back to 2.05, the strange thing ? that log the opening of the vgt does not follow its own perfectly the values from the map and 4000/4200 when doing decline strangely, the geometry is closed. I had read a comment Sandro where you said that you would have to exclude the pid controller to adjust it well, but how does that work? For the case you pull a straight line to 10000? Why? a friend of mine had tried it cos? and ran better. I have tried both to use the pid of the 2.4 210 hp engine that has a turbine similar only a bit more? small, is the pid of the 16v, is my original, always change just a little nothing, and the best seem to be those of the 16v 150 hp.
Now, however, charge 1 bar at 2000rpm, 1.5 bar at 2250, 2.1 bar to 2500, 2.3 to 2800, 2.2 to 3000, then falls to the floor,2.1 to 4000, 4000 size to 1.9 and then it goes back to 2/2.1. By log geometry at 3800 rpm ? the 32% and 4000 rpm ? up to 40% and I don't understand why? is cos? given that the map should open more?.
As an injection, I came to 88mm3 1924 laps, 98mm3 to 2016 laps,107mm3 to 2119 laps and 120mm3 from 2250 to 5000..
Smokes just a little to low if I throw it all already? at 1500, and yesterday with 5/10mm3 in less-no it was a thread of smoke even at those rpm's, now I have lowered it further to the lambda to make the injection more? linear since the first one had a drop, so even if you smoke in those rides okay why? by 2200 rpm does not smoke anything. ? hard to believe but even with 120mm3 not a thread of smoke.