Goal ZERO LAG

[asdone]

Hello all,
I'm trying to make a map that has as its primary objective the reduction of the Lag of response when you press the accelerator to the bottom when the car actually starts to develop the required power.
At the moment I am not interested to particular increments of CV.
My model of the ECU ? EDC15C7 on 1.9 JTD 115 CV, without the lambda, and with the original components. But I would like to discuss more? in general, in order to exchange opinions with the holders of other types of ecu/engine, what interests me the most? ? the logic with which you must operate

The component pi? slow to get there in the scheme ? definitely the turbo, in detail? because they affect the actuators of variable geometry and wastegate?
According to you ? just try to keep the turbo always under pressure to always have enough air to provide the maximum diesel? In this way for? the values of the advance for that amount? diesel fuel would be incorrect since the reaction with pi? the air ? pi? fast. And then the engine would do more? hard to compress and expel air at each cycle if this ? this in qty more.
In the case of the presence of the lambda probe, the maps lambda act as a limiter or as a goal?

How do you usually do in order to improve the response?

[Exelion1986]

the wastegate does not affect the lag ? only a limitation to the maximum pressure
the variable geometry, on the contrary, serves to improve the response while not renouncing the air flow rate to the high
in practice, on the basis of the position of the flaps, ? how to have turbines of different sizes in a, as by directing the flow of the exhaust gas can? prefer the speed? of the same (turbine pi? small, response ir? quick) or the flow (turbine pi? great, higher flow rate, pi? power top)

with regard to the electronics for? I can not help, do not have enough expert

[asdone]

Ok, but the wastegate to the electronic control should affect why? change the quantity? air is that it is discarded, in this view, depending on its position should change how fast it goes in the pressure and how much ? the higher the peak pressure. Or am I wrong?

[Exelion1986]

you are the ones to control the electronic influence on the peak pressure, allowing an overboost, but finch? the turbo is not ? pressure remains closed, therefore does not work in the transitional
pi? important as an influence, if at all, ? the pop off, but ? present only on the petrol and not the diesel

[passione motori]

Hello, it processes the turbo with a variable geometry, but westgate is a pressure, would start immediately, with a max turbo and then decrease according to the calibration of the westgate.... currently for me ? the best solution

[asdone]

So I take off my many problems
But in the case of variable geometry, the time of opening/closing the mechanical of the palette ? considerable?
Example: at the time of release, and I want to resume, which pedal to the bottom right, about the same as they would put the blades to move to the slope?

[munro]

So I take off my many problems
But in the case of variable geometry, the time of opening/closing the mechanical of the palette ? considerable?
Example: at the time of release, and I want to resume, which pedal to the bottom right, about the same as they would put the blades to move to the slope?

the attack of the diagnosis or a pressure gauge and tirendi for yourself what puts us at the turbo to give you all lap ressure that st? in the map turbo....
remember that if you give the more fuel you have the more exhaust gas, and then the lag is reduced even more....
even if, however, talk about lag on turbines with variable geometry ? an understatement...
as already 1000 rpm or a little more able to provide already 0.5 bar of boost or more...
this pressure is sometimes limited in the map turbo or maps n75 duty cycle to avoid having peaks unwanted pressure, low speed, and to avoid stressing unnecessarily the clutch wheelies too sudden torque...
to change with the wg pressure I do not go to because at the time of release, especially at high rpm v? to close the vgt doing significantly raise the back pressure in the exhaust is very harmful on the springs and exhaust valves that precisely when this becomes excessive tend to "float" without going back to closing with all the problems that arise...
bad combustion,loss of volumetric efficiency,the rise of egt,lost performance,unwanted contacts the valve piston,etc., etc.....then each f? how better to believe but the fact remains that sapendp how and where to intervene in the map a vgt "depression" and a hundred times better than a pressure....IMHO

[passione motori]

then I think that you know how it works your of westgate and geometry, and with this mod ? always + ready the turbine , of course, you have to first calibrate them well, especially in that the pressure must get to the maximum, then say lag zero, I'll take it for good, for? I can tell you I my that decrease a lot.

[passione motori]

there are things that come to me while respecting the theory of Munro, we are talking here about a 147 115hp and we know that bar works with the original turbo, decellerata we have the closing of the injectors, resulting in a decrease of the exhaust gas, mechanically we are not talking about speed so high as to create mechanical limit on the valve springs, and more ? just a way to exchange opinions, but to do of the work in a workmanlike manner, in the first place you have to see and understand what you want from the power plant, which accessories you intend to use and the ability? for those who want to do the work. I am always of the opinion that the exchange of opinions ? always constructive.....

[munro]

passion motors...no ? theory but and elementary physics....an engine basically ? a "air pump" if at 4000-4500 rpm it suddenly releases the gas and it's true that the injectors smetterrano to inject but ? also true that the exhaust gas does not decrease as you....because, however, the engine in "release" continues to swallow air and logically to eject it...if you caps this process of expulsion of air and exhaust gases still have a piccata of back pressure...guaranteed...if you don't believe me, stick a pressure gauge with a copper tube on the collectors and check out yourself what I mean...the management vgt ori a "depression" to work around this problem in the release opens fully and the shovels, and drain as much as possible in the gas...if not, given the ratio A/r of the exhaust a tiny turbine with vgt vanes closed is what I affirm in the other post...
however, I have noticed that on a punto 1.9 jtd with a vgt turbine pressure seals in the manifold lasted nothing...implemented the n75 in the ecu and managed in the depression the problem ? risolto.....ergo....