change advances

[munro]

certain that to be able to change the combustion cycle of the multijet to adapt it to our needs, for me it would be a step forward by leaps and bounds.for? there I s? that takes knowledge out of the norm and approciarsi to this fundamental parameter of the diesel with engineering mind with the tools of graphic simulation and calculation powerful that the simple enthusiast, I believe, does not have...who knows if we will one day you iscrivesse a development engineer diesel engines of any manufacturer award-winning, and is willing to share his "technical" with us in order to get the most out of this topic.....it would be legendary...

[cicciogsr]

certain that to be able to change the combustion cycle of the multijet to adapt it to our needs, for me it would be a step forward by leaps and bounds.for? there I s? that takes knowledge out of the norm and approciarsi to this fundamental parameter of the diesel with engineering mind with the tools of graphic simulation and calculation powerful that the simple enthusiast, I believe, does not have...who knows if we will one day you iscrivesse a development engineer diesel engines of any manufacturer award-winning, and is willing to share his "technical" with us in order to get the most out of this topic.....it would be legendary...

with an engineer there and you're talking to? unfortunately, reluctantly, I do not work at bosch... the plan the plan if you realize you're supporting my speech that no measurements here, we can talk endlessly why? the values in the map in diagnosis is not always you will find my advice was to learn to work without advance up to certain capacities the performance come out the same I tell you but of course if you are of the mechanical changes and you want to overdo it then you have to get them to change..

[Chris156]

mmmmmm.. then when a car goes into regeneration should have 50 hp more!!!!!

[cicciogsr]

post inizioni there fraga nothing maps that governs the advance in regeneration I don't think you should touch

[dott.chem]

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

Ovviemante I don't want to convince anyone of what I say, all of this ? one of my most modest opinion, born from a p? of study, and a p? experience

[cicciogsr]

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

Ovviemante I don't want to convince anyone of what I say, all of this ? one of my most modest opinion, born from a p? of study, and a p? experience

fully in line with my thinking of what I emphasize that from the first post that you need to verify the parameters ori with the diagnosis..

[bart]

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

Ovviemante I don't want to convince anyone of what I say, all of this ? one of my most modest opinion, born from a p? of study, and a p? experience

dr. chem ? your second message that I read today and this time I totally agree with you: exactly the same conclusions which I had arrived myself, but I have yet been able to test, and then verify...
We are totally in tune: I know that we have done studies and professional experiences similar...

[puntospeed1.3]

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

Ovviemante I don't want to convince anyone of what I say, all of this ? one of my most modest opinion, born from a p? of study, and a p? experience

Hello guys, I have read all of the discussion and the thought of dr. the support as well as that of cicciogsr that says to calculate the advance with the variables in the map.

with the common rail I'm working on it recently, while The injector pump the conosoco more, I have never done any damage, but on the advance here on the tdi has a double effect, i.e. if you enter first, enter more at the end of the duration.

now I have done several tests, even a little exaggerated, and on this I wanted to ask one thing:
from the calculations that I have to inject a quantity important type 75mg 80mg, and wanting to recalibrate the fact that the advance on the peaks of the curves corresponding to these quantities mi values are quite high. Type 170 points equivalent to 3.9 degrees,
now these degrees volendoli give even at low speeds what happens? so, it is part of, or are trying not to inject too far away from the PMS, BUT you up the pressure in the chamber and all the risks. the calculations I know the ones; interpolation etc., some files of the preparatory foreign, I have also seen more.
? the way to go or ? just useless. at low and medium rpm? From personal testing the car become very bad at this point not to withstand the torque.

[munro]

*dr. chem:hello doc could you kindly explain why you say that is the limit to inject 10? after the pms??theoretically,for what it s? I could continue to inject,and the increase pme in the cylinder,until you open the exhaust valve....for example, in the jtd 115 with the axis cams are colombo &bariani opens to 56? the first of the smes in practice 180? from smes to less than 56? to advance openness in comparison to this we have 124? after the tdc before the valve is open causing you to lose the pressure of the working cycle.....

[cicciogsr]

it means that up to 8-10? after the pms you can inject without anticipating and working with the air flow you can not have excessive smoke with those 8-9? falls within the tolerance of the propagation of the flame front in a cylinder volume that this time will be? greater than when the beginning of the injection, and with an appropriate pressure of air to burn almost all of the mixture...