For cash advances, you could try to calculate how long in degrees for that regime, the increases in map times, doesn't it ? immediate why? you have to go to the map of the rail to get the intersection in the map times as a function of rpm, for? it could be a starting point makes good sense to avoid a bit of trial
Are 2 pages that tell you that you cos? in factOriginally Written by asdone
For cash advances, you could try to calculate how long in degrees for that regime, the increases in map times, doesn't it ? immediate why? you have to go to the map of the rail to get the intersection in the map times as a function of rpm, for? it could be a starting point makes good sense to avoid a bit of trial
I think the only way is, precisely, that even why? we have to use a logic ecu-based in order to understand the ecu as the reason, the problem always covered short that the more advance I have less to spool the turbo but I have more torque and more noise engine, the more nox emissions (which we are not interested in) and then after you have reviewed the advances to have an increase in tangible us toccher? also, check the logic vgt and accept the compromise of more noise, you also need to add that anticipating the engine will be much more angular, less rounded than, say,....speech is not necessary in the map deceived because? l injection duradi more but the ecu does not know and then to restore the normal conditions we are forced to anticipate (rule of thumb because we never an actual calculation), and it must be considered that the lambda is at that point where we change the tinj down? quite a bit. ...just big??
The power is nothing without control
Who ? a big?
I certainly do not, ? a year and a half, mappo. I have to banged a lot and I have learned to? a lot.
However, your reasoning ? right. I never put in dance the vgt why? I wanted there came.
Anticipating the spool of the turbo decreases, but the pu? be restored to precisely the map with the vgt.
I personally ride with very little turbo pressure when I'm flush with gas (I also have a turbo big the double of the original), but the machine ? however, very reactive. Wanting to load the turbo only with all the gi? you can? leave a little early with the most injection on the 2.0 mjet low rpm the advance is from 'the top' with a little/average injection lower when we ask for more fuel. Although perhaps not the original reading? the values of injection at low rpm (under 2000rpm.. can You? also make so that you had precisely the fact it seems to me (even if I had exaggerated with low iq).
For the sermon on the lambda ? simple, pi? lower and ir? smoke, and of course ? pi? responsive to?. With the map deceived to? the afr set is not sar? right, then we should calculate how much you actually iniettiamo and calcolarci the lambda for the injection, the real date from the time lengthened. That's why? many mappers that make maps deceived, leaving the original oxygen or, worse, raise.
I the logic of the map deceived about the times I don't use it and never will be?, why? it will not be? never precise as it is an informed one according to me.
With map informed in addition, if the advance and all the rest ? managed well, you can also estimate quite accurately the power obtained both as a couple and as a cv, gi? tested on 3 cars set a 1.9 over 200 hp, a 1.3 90 bhp), and another 1.9 with only one map and exhaust. The latter had to make 175 hp, he made 170 rolled with 29 degrees outside.
The same is true of my own, I had to do 310 about, he made 297 with 28 degrees outside.
If you inform the control unit updating the break and adjust if the deception is obvious that no
There are no fast cars... But only foot heavy!!!!:cool::cool:
perfect...end of OT ....? as I thought I also. Thanks
you have defeated me on time.
Exactly when the ecu ? informed there are no issues and the cdb ? right.
The butterfly :-)
Hello guys, I'm looking to try a different approach on my 1900mjet, trying to use the logic of the map informed. From the point of view of the logic by applying this method on the injection times I have the advantage of actually understand what I'm injecting, without deceit at the time. The same goes for the turbo that I can adjust so that you have the correct pressure without making it go too high, injecting more? diesel. But for the management of the rail, that advantage would have to manage it in the way informed? gi? 60\70 mm3 values are the highest. In this case, inform the map ? useless. If I say the madness is not linciatemi :-)
A question forces trivial.. but what do you mean by "the logic of the map-informed"...?
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