sometimes actually is used to limit the torque in low gears 1 and 2 or only 1 , when the exchange rate of the limitations of robustness.
in substance ? a method for the preservation of the exchange, as well? as the classic torque limiter you can? consider useful to the preservation of the engine.
My exchange (the classic C510) from what I know holds officially 206nm, and it is said that some engines have also been "voices" to remain within the limits of the transmission. The feeling that I feel I is presented, in particular, immettendomi in a roundabout from a standstill. You get maybe one shot and you can see him to the last; and cos? instead of making the gear change is sweet the second, lunges everything to get rid of the middle, but the engine seems a bit dead in the water. And not ? the effect of the diesel that the walls at the top, or at least I think not. Otherwise, in round pi? large where the engine holds up well in third gear, you leave it with the decision with the provision of full and unobtrusive extension. Feel good about the couple and then the power.
some engines are limited in 1st and 2nd gear and reverse.
for the back ? understandable that you don't need the maximum, but in 1 and 2 often and not just diesel, it limits the torque, even for warranty issues of the exchange.
I figured it out. You never stop learning. Of course this is what would put the flea in the ear, in the sense that in a mapping, there are who knows? how many extra touches and details, and, without wanting to do the processing, sooner or later, I'd like to find out how my car ? designed to meet different conditions of operation... Sure, a little at a time, in this forum avr? way to the front of my curiosity?.
I'm surprised that this is a surprise.
we must never forget that the electronic devices are tools that are used to operate a mechanical that has certain characteristics , physical dimensions, performance, and that manufacturers determine through this combination of mechanical and electronic features that the model of the car must have.
then, the ecu determines the vehicle but to the contrary ? the car as desired, which determines what needs to be mapped in the ecu.
well I think it is a problem of the clutch....I also with the 159 I have never suffered from vibration and slip....now with a new clutch if you are on the highway and resume or a 5-or 6 gear from 2000 rpm or even more below....then around 110 to 120 km/h... it vibrates a lot....while from 1 to 4 pulls to the beast without chatter or vibration problems...and yet the couple set ? the same at that rpm in all gears......I think they are the physical limits of their component, perhaps not of very good quality?...why? before with the same map and clutch ori of the car with 70k miles, I had no problem.....of course now I regret not having made a clutch is different.... reinforced....but who knows? if I run....
In fact ? precisely for this reason that I tried the kit monomassa as the clutch and flywheel original have started to give some problems (not to mention the problems of excessive hardening of the pedal that does not depend on the map), the clutch and flywheel the original are not really of very good quality? also according to me. Slips with the new group I have ever had, and if all goes well I solve the vibration, which I think is still due at the rate of exchange does not have a great tolerance.Originally Written by ducati83
look, I have mounted a flywheel and clutch derivation coupe t20v, and I had no more no vibration even 6a to 2000 rpm to 1200 rpm if I'm in meta, gas begins to jerk to, but just do gas stops
Then we have the same Kit
how to inject with that flywheel? I arrive a little more of the 110mm3, but I also have a gt2256v derivation 2.4 jtd 150hp
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