details about Bosch EDC15C2 engines hdi psa

[camillo]

My idea was that a given already? I have on the engine ? a 4HX of an old c5 for another ? complete turbine, injectors, ecu, all that c'? on the belt, services, and other things.. my idea was initially to replace the 2.0 l 8v maintaining its original power of 128cv pero in this case I should work on it a lot let's say I'd like to maybe take it to 160-170cv.. ? a job ? gi? been done, I believe I can succeed in the business.. Ensuring the mechanical part, but on the electronic control units do not know practically nothing.. In the past I have had experiences in programming small pic in language asm and small eeprom pero just to ****llo amateur.. A bit of digital electronics understand pero I don't know what to do with the file read eeprom engine management..

[munro]

160-170...wanting to throw them out even from the 2.0 8valvole certainly we need to do a p? to work on but those horses make them....
then if you still have this engine that "t advances" and would like to mount it the problem does not arise...
now ****s electronic if you mount it with the ecu 206(by force of things you need to do so) the 128-horsepower 2.2 original scordateli...
because you're injecting or, better, the ecu 206 injects fuel to the 8-valves....
my advice ? to get the file to a 2.2 hdi and compare it with the file of the 2.0 hdi so you start to understand the differences...
the other thing the 2.2 has the variable turbine geometry true??
if ? so with the edc15c2 of 206 not manage it...or better c'? who says that you could enable the ecu to control the solenoid N75, and in this way will you be able to deal with a vgt turbine and the ecu of the 206...
I, for one? I honestly do not know how to make it...for the rest if I can give you a hand in what are my skills?,consistent with my commitments,not hesitate? to do it,...
P. S: Camillo, you must map the flash eprom is not the e2p or the eeprom in the latter are stored other functions of the car...
the maps are true ? own are in the flash eprom...and still mpps or another interface that allows you to read and write only the flash from the serial port(obd)...

[camillo]

units are virtually interchangeable, the 2.2 16v "I advances" hehe it has the variable geometry on the turbine or at least I think, I've removed it, the variable geometry should have only the brand new 2.2 204cv that also changes the compression ratio because it adopts new pistons, aluminium.. now theoretically without touching anything electronic, but only changing the engine with the 2.2-the car should turn on and march if no I got it wrong but with the parameters optimized for the 8v?? between the flash eprom and e2p change only the memory locations, or the change in the integrated? the other thing the car donor for 2.2, I believe he was the FAP can I disable it if I use the other controller? if I have not understood the evil of the DPF, EGR, and other settings are in the e2p??
munro thanks a lot for your precious availability!!

I missed a piece, sorry.. I said that giving a careful look at the power units are completely interchangeable ****llo connectors

[munro]

I'd run the 2.2 with the ecu 206 for not having problems interfacing with the other electronics of the car type bsi,dial,etc...
between the flash eprom and e2p is changing the integrated....the flash should be a 29f400....e2p something else...I can let you know anyway....
fap and egr are in the files of the flash and you can disable...but the problem does not arise because you have to force things to manage the 2.2 with the ecu 206...that then you're going to optimize as much as you can...looks good to the turbine because the 2.2 mountain almost all of the turbines vgt are that unlike those "classic" where the interior of the vanes..those mounted by the psa group on 2.2 are different in the sense that there are no blades that move but a the only "collar" which, moving transversely with respect to the impeller of the turbine increases or decreases the passage of the exhaust gases that cause rotation of the latter...in fact if you notice the turbine actuator or Wastegate and mounted on exhaust elbow to the rear of the turbine itself...

[camillo]

hello, I gave a quick look at the turbine, and' just like you said there is a collar palette that rises and falls, it would seem connected to the westegate but I have a doubt, a variable geometry "classical" should have two checks, one for the westegate and the other for the geometry right? this has only a control that enters the westegate that it should connect to the vacuum pump, and between the two an actuator commanded eletronicamente (pero, and the control of the westegate).. it is not that these vgt be mechanical with regard to the geometry or something like that??
regarding the flash is practically the integrated close to the rear edge with pin "big" and a sticker with a date between everyone says 18/07/01?? the ones the e2p what run?? thanks munro

hello munro not only can I not see the photos (thanks anyway), but do not even see the response that perfortuna I've read in my *****..
then, if I have understood my vgt collar and the palette open slowly with the rise of the rotation speed of the engine and consequently of the same turbine by means of a weastegate (depression controlled by the solenoid N75) until the maximum opening and closing the passage and block the impeller.. but the exhaust gas as a bypass should be the same if upstream of the impeller, the motor continues to produce exhaust gas? sorry if I make you so many questions pero I would like to understand before hand why? I think that when you disassemble something, it is necessary to thoroughly understand the operation to reassemble it correctly..

here place your answer in case someone else can't see:

camillo in a vgt "classical" as well as in that of the 2.2 psa the actuator of the vane or of the "collar" ? the wastegate itself....
the cio? opening the latter up to a point where the exhaust gas does not make more rotate the turbine(and therefore the compressor and the boost pressure stabilizes to what decides the ecu, or you when you go to edit the map turbo...
the actuator is electronically controlled not ? other that the so-called Valve N75 or vgt solenoid....
in addition, the ecu sends a signal PWM to the N75 which can? vary from a few volts to 12v...but only for short pedriodi otherwise the n75 burns..
you add a couple of photos of the integrated hopefully you can see them so you lighten a p? ideas....
not s? if you can see the images seen that you have not reached the useful messages....

[munro]

a picture is worth more than a thousand words....http://youtu.be/69B5K3OX6Pw

[camillo]

And you actually understand it better, in a few words, instead of opening the WG as in turbines "non-vgt" by y bypass exhaust gas, the vgt reduces the rotation acting on the fins.. or I find a way to control this solenoid N75 with my ECU or will have? montagli a turbine, "non-vgt" you can? do?

[munro]

of course you can mount a turbine fixed or non-vgt as you say....
for? you may also mount a vgt and manage the opening and closing of the vane or of the collar, with a wastegate and a turbine fixed....
this once it reaches a certain pressure the turbo is open and to turn it and open? the mechanisms cited earlier leaving to drain a part of the gas, these "invest" directly to the turbine impeller....and then the turbo pressure stabilizzer? on what you wanted...

[camillo]

you're right, it would work as a fixed-say, but I was wondering if the two ecu (EDC15C2) are identical circuiticamente speaking as I have said previously, you can put a check for the N75 solenoid on my ecu, it is a thing feasible? do you by chance know where can I learn for this change? would it not be more simple scodificare the control unit of the C5 to be able to mount on my??
if I had the control of the vgt would have an engine more linear and more low, otherwise for the most horses should I adopt a beautiful turbazza but with the consequent problems of turbolag

[munro]

I don't know who you could contact to be able to activate the control in the pwm of the n75 on your ecu....s? that ? one thing that you can? do but I do not s? do...
maybe you should search for a damos specific to your ecu, and l? try to find "the switch" that enable the n75....
otherwise you can also try to scodificare the ecu of the 2.2 and mount it, taking care to? to mount all the wiring of the 2.2 with a lot of the n75 and see if by doing so, however, everything remains ok ****llo other electronics of the car...