Guys I ask you confirmation, I moddato map rail (the last 6 curves, that is, from 1875 rpm 4688) with a max of 213 points (213*8-100= 1600 bar) according to you (given that I have done as you have said about the famous bit ) I do well or I exaggerate?
With the pressure of the rail there cable to your feet.. always the same pressure changes.
Studying the damos of the MJD8 for? I tried unit : mbar/Volt -- Gain for calculating pressure turbocharger in mbar
and ? the bit to the 06973C that the original has a value of 169, which must be multiplied by x 3.197
If someone has the pressure gauge can? compare the actual values with the ones in the diagnosis before and then after you have decreased the value of this bit (I have set it to 156.. -7.7%)
I've done some test where before, each time taking the recovery by traveling to the wire... now the pressure is maximum that I have read ? 2.35 bar... then about 0.15 below the limit of recovery...
By cos? in practice ? how to put a form that distorts the pressure of the turbo, and then moving up the limit of the cut.
In the next few days make? more tests...
Let me know!
Backgroop if you can give me some other straight on the rail...
Thanks
Regarding the modification of the gain factor of the sensor even with the machine stopped, we see that the value of the turbocharger that is being read ? lower than the atmospheric pressure.
mod guadagno.jpg
This trick let's say that you can? using this car since from what I know there are maps in relation to boost pressure...
What c'? ? 0674BE that maybe ? this limits the rail 1494... given by a multiplication factor of 7.5... while Backgroop you tell me that has a multiplication factor of 50 and an offset of -100... (? cos? also it MJD8)
But by using these values, the number that comes out what does it represent? This ? a point that I do not ? clear..
This with the factor that I had... the golds I have a value of 1492, and I modified until 1605
0674BE.jpg
Mistake here?
The other three maps that mean specifically?
0677DE Rail pressure on cranking
067886 warm-up weight map
067966 warm-up factor map
0677de should be the press in the rail start-up phase of the engine
067886 and 067996 are maps for the selection of the injection strategy to use in the step of heating the engine....
for? I'm not sure....
A rider does not create queues even in the car...
a automoblista create queues even on a motorcycle...
Backgroop spoke of these maps, or at least it seemed to me to have understood that he had resolved the instability problems? pressure...
About 0674BE ? correct what I did?
The changes made to the map are correct, but the ratio conversion and 50, fix only the offset -100 should not be applied..Originally Written by Fede78
The patience and virtue of the strong..
By multiplying by 50 and I get a map with these values that I don't understand that cos'? this number... especially the first two columns and the last two lines...
Map 0674BE factor 50.jpg
Did several tests with values ori, pi? high and pi? low and nothing changes... so I don't know if is the map is active or not..
From the tests I saw that diagnosis I have also noticed that the pressure lens 1600 then down at times to 1000 then the saliva back to 1600 then 1000... even with the pedal mashed to the 100% in the fifth gear.
Now give up... and this problem, however, of cutting with the light on I was even with no change in the bits on the 0605BA and 06748E.. but only when I pushed it over 4200/4300 laps...
Without changing the two-bit the pressure target was 1450 then actually these the limit... but I don't know what else is not held constant... I think that if there was another limiter, I would also have a pressure goal pi? low or am I wrong?
However, if we don't find the solution, according to me, the other two parameters to investigate are the AFR and advance... what do you think?
Hello to allfirst of all congratulations for the thread! It's really interesting and even if you are a beginner I try to say my
I also have a point 1.3 70cv. Rail pressure I prefer not to exceed 1460 bar in order not to compromise the reliability? having the injectors are original, so I'm trying to figure out how to handle the advances in function of the elongation of the injection times, and I tried to make 2 accounts.
For example, to 2500 rpm, and with an IQ of 45 mg I have a p. rail of 1300 bar, and the map injection I d? a time of 1062 us, which converted into degrees, 15.93?; in those conditions, I have an advance of 18.5?. Then the injected ends -2.57? from the pms. At 1500rpm instead ends up -0.763? and a 3750 to -1.775?.
Now we need to figure out where you can? you get to inject without having the smoke (smoke is not caused by a lack of air but from injections that are too long).
Stretching, for example, injections of up to 0? from the pms, the percentage you get these increments of time:
-1500 rpm - +7%
-2500 rpm - +16%
-3750 rpm - +8%
all at rail pressure ori and advances ori. 1500 and 2500 I've never given it increases so well? high( and therefore should not serve to anticipate) , while to the 3750. (for example, with 2? of advance I could make a +17% vs. +8% before
What do you think? Pu? function as argument or they are completely out of the way?
hi all, are not clear to me some things if the injection timing should be read to the contrary, then right to left ? this is also true for the 75 hp ?
also could you help me understand how do I figure out how many degrees of advance are assigned according to the increments and understand the deal? fuel injected ?
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