Correction Injectors

[munro]

then this fix,+2 -2, or zero to be precise as injectors or jun of l?,according to you,what can? be?? cocozzielli fried??oranges and tangerines??what??

[progresso]

not, and said that an injector which is (by assumption) +3 and a -3 are two revise/replace a correction of one or more other

[alfetta80]

then this fix,+2 -2, or zero to be precise as injectors or jun of l?,according to you,what can? be?? cocozzielli fried??oranges and tangerines??what??

hello munro correction injectors is used in diagnosis and as already said, must be close to zero i.e. a correzsione say to an optimum around on all four cylinders around 0.30 0.50 mg/cycle diesel....example if a diagnosis is cylinder 1 = -2,00 mg on the cylinder 3=+2,00 mg the cylinder that should not be, and is always in the positive, never the negative in practice the lever to the cylinder 1 for conpensare the cylinder 3 then evaluate where is the fault, if it is an injector, or, for example, a low compression on that cylinder....

[rondella72]

hello munro correction injectors is used in diagnosis and as already said, must be close to zero i.e. a correzsione say to an optimum around on all four cylinders around 0.30 0.50 mg/cycle diesel....example if a diagnosis is cylinder 1 = -2,00 mg on the cylinder 3=+2,00 mg the cylinder that should not be, and is always in the positive, never the negative in practice the lever to the cylinder 1 for conpensare the cylinder 3 then evaluate where is the fault, if it is an injector, or, for example, a low compression on that cylinder....

ok now I have the ideas even more? clear, then to diagnose the good fuonzionamento one injector as well as to take into account
the fix you need to get help in controlling the reflux of the fuel to each injector?

[munro]

hello munro correction injectors is used in diagnosis and as already said, must be close to zero i.e. a correzsione say to an optimum around on all four cylinders around 0.30 0.50 mg/cycle diesel....example if a diagnosis is cylinder 1 = -2,00 mg on the cylinder 3=+2,00 mg the cylinder that should not be, and is always in the positive, never the negative in practice the lever to the cylinder 1 for conpensare the cylinder 3 then evaluate where is the fault, if it is an injector, or, for example, a low compression on that cylinder....

I read it just now alfetta80...meanwhile, I thank you for having clarified precisely what it is about...more specifically to that unit? d measure we are talking about...even if I have to say that the speech mg and more attributable to go vw tdi pd while for the common rail would be better to speak of millimeters cubic..***** unue, this correction that the ecu f? even "hearing" if a cylinder more or less compression it seems to me veeery strange...I think that the engine and its cylinders,one or more, they can also be completely seized,gone,macciulati,etc,etc...but the ecu knows that for a given transient load on the engine,rpm, and whatever else is always the same amount? the injection has to give...the speech correction according to me ? more than a calibration that the ecu f? depending on the code ina injector to a question of the balancing of the cylinders in order to have an engine the more regular as possible...and I read that the ec is able to manage this calibration, the end say,up to a maximum of 30% of the wear and tear of the injectors...everything else, according to my humble opinion are talking to the wind....

[rondella72]

I read it just now alfetta80...meanwhile, I thank you for having clarified precisely what it is about...more specifically to that unit? d measure we are talking about...even if I have to say that the speech mg and more attributable to go vw tdi pd while for the common rail would be better to speak of millimeters cubic..***** unue, this correction that the ecu f? even "hearing" if a cylinder more or less compression it seems to me veeery strange...I think that the engine and its cylinders,one or more, they can also be completely seized,gone,macciulati,etc,etc...but the ecu knows that for a given transient load on the engine,rpm, and whatever else is always the same amount? the injection has to give...the speech correction according to me ? more than a calibration that the ecu f? depending on the code ina injector to a question of the balancing of the cylinders in order to have an engine the more regular as possible...and I read that the ec is able to manage this calibration, the end say,up to a maximum of 30% of the wear and tear of the injectors...everything else, according to my humble opinion are talking to the wind....

A control unit is able to understand what'? the cylinder that does not go through the speed of rotation of the motor.
Let's say that this "speed" unable to evaluate it through the sensor of turns

[munro]

A control unit is able to understand what'? the cylinder that does not go through the speed of rotation of the motor.
Let's say that this "speed" unable to evaluate it through the sensor of turns

..mmmhhh...and then tell me on a perfect engine that st? at 1000 rpm engine with 1 or 2 or all 4 cylinders, which should not be but that always turns to 1000 turns per minute...the ecu as farebe to figure out which cylinder is not v???
spigamelo please..why? I don't get it....in fact, I didn't know of these unsuspected capacity? diagnostic of the ecu...

[alfetta80]

I read it just now alfetta80...meanwhile, I thank you for having clarified precisely what it is about...more specifically to that unit? d measure we are talking about...even if I have to say that the speech mg and more attributable to go vw tdi pd while for the common rail would be better to speak of millimeters cubic..***** unue, this correction that the ecu f? even "hearing" if a cylinder more or less compression it seems to me veeery strange...I think that the engine and its cylinders,one or more, they can also be completely seized,gone,macciulati,etc,etc...but the ecu knows that for a given transient load on the engine,rpm, and whatever else is always the same amount? the injection has to give...the speech correction according to me ? more than a calibration that the ecu f? depending on the code ina injector to a question of the balancing of the cylinders in order to have an engine the more regular as possible...and I read that the ec is able to manage this calibration, the end say,up to a maximum of 30% of the wear and tear of the injectors...everything else, according to my humble opinion are talking to the wind....

hello munro does not have to thank me, it seems to me the minimum after all the help you have given me.!!!!!!
anyway, I confirm to you when you said on the common rail are millimeters cubic.,anyway, let's go back to the fixes,the latter is done by the ecu based on the sensor turns the most technically called angular acceleration of the flywheel if you connect a oscilloscope on the sensor turns, you will notice in the phase of the burst signal will increase significantly, while if the outbreak is not the case, the signal will remain constant, and from them is that the ecu will feel' of the failure or loss of hits and here comes out the correction that is why I say to you that you may have an injector in perfect condition but may have a low compression maybe for a piston laundry or incrippato etc etc, the ecu does not know what happened but knows only that the cylinder the signal and constant, and there is no angular acceleration and then tries to conpensare aumentanto the flow rate of the fuel in that cylinder...or an example happened just last week on a mercedes 320 cdi at least everything was ok while accelerating lacked a cylinder ,seeing the fixes in diagnosis at a minimum, it was noticed that the cylinders were all close to zero while accelerating is noted that the correction of the fourth cylinder saliva sharply to +5.00 mm cubic i.e. the maximum of the correction,in this case, by accelerating the flow of diesel fuel was not sufficient to cause the injector seized and the ecu knowing that in that cylinder there was something wrong trying to conpensare to the maximum.....

[rondella72]

hello munro does not have to thank me, it seems to me the minimum after all the help you have given me.!!!!!!
anyway, I confirm to you when you said on the common rail are millimeters cubic.,anyway, let's go back to the fixes,the latter is done by the ecu based on the sensor turns the most technically called angular acceleration of the flywheel if you connect a oscilloscope on the sensor turns, you will notice in the phase of the burst signal will increase significantly, while if the outbreak is not the case, the signal will remain constant, and from them is that the ecu will feel' of the failure or loss of hits and here comes out the correction that is why I say to you that you may have an injector in perfect condition but may have a low compression maybe for a piston laundry or incrippato etc etc, the ecu does not know what happened but knows only that the cylinder the signal and constant, and there is no angular acceleration and then tries to conpensare aumentanto the flow rate of the fuel in that cylinder...or an example happened just last week on a mercedes 320 cdi at least everything was ok while accelerating lacked a cylinder ,seeing the fixes in diagnosis at a minimum, it was noticed that the cylinders were all close to zero while accelerating is noted that the correction of the fourth cylinder saliva sharply to +5.00 mm cubic i.e. the maximum of the correction,in this case, by accelerating the flow of diesel fuel was not sufficient to cause the injector seized and the ecu knowing that in that cylinder there was something wrong trying to conpensare to the maximum.....

brilliant, great illumination you have also delved into my explanation relative to the sensor

[neo]

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