hi.
these are of the screen to the advances of a tdi 8v 130 and a 16v 140cv.
in both tables
note that at 50mg then, the advance remains the same. then you could recalculate for: 60's and 70's. (such as calculations) interpolation?
The area of 1000 rpm up to 60mg port 15?, then going up to rpm here's the hole , and go down to 11?-10? and then begin to ascend.
while in the table of 16v to the brought low-there is a real hole= delay.
it would be interesting to superimpose the curve introduction the limit in the map, to see if the areas of advance are constant over the introduction limit -- not calibrated.
If it's so? it was, and you wanted to increase the limit curve of the diesel, you could extrapolate the values of the advance on the basis of the trend of the previous values.
If gi? in the original work in areas that advance constant of the introduction, then it means that there must be a reason. For example, the elimination of EGR at high loads and at the same time, the immigrants? to limit the NOx...
from the original iq and actual(from diagnosis) injected both models is about 50mg more or less towards the 4000 spins and then the rest of the map(advance) 55 or 60 is not read.
while already the injection times of the series are calculated for 60 - 65mg.
I think I want and then say that that area of the map over q lim not ? was calibrated. If you want to use it would be good to extrapolate from previous values.Originally Written by puntospeed1.3
for the experiences of the past days by first computing the map of the duration of the injection DPMS have to say that between the calculated and the do there goes...ok you do the calculations for change in security but test it on the field ? the last word....I'm playing degree and I noticed that up to 3-4 degrees lower, for example, du the multijet is good and you get tangible results....after that, we would need a bit of experience in pi? and instrumentation to actually see what happens in the combustion chamber.....so I guess that all the series cars have a good margin of processing...because precisely from the constraints of the parameters antiinquinamento.rigranzio of course the guys these days are following me and they are giving me a big hand to understand it all to well....the stu forum ? or the top!!!
exact. the advance ? calibrated up to 55mg. the injections up to 65mg. that method of calculation, or extrapolation, wish you could do?
For me you can? do a proportion to determine the trend, but you must keep in mind that the advances are out of step with the times of injection, and then with the pressure of the rail. At a certain point, the rail is not allowed? pi? climb in and advances rise considerably. Then the proportion must be done with the degree and the duration of injection (which can be calculated knowing the rail & rev) and not with the amount? of diesel fuel. Of course, there are some physical limits of the engine that I know of but ? better not to cross
Very correct reasoning asdone.
I fully agree!
I have noticed improvements in anticipation of even a few degrees splash, engine more spirited and more inclined to quickly climb rpm
Well, as a gi? said the margin in tranquility? I think there is always on the calibration of the current engines, very, very important to never enter discontinuit? in the map of the advances. The swaging of the changes ? indispesabile in my opinion
Write permission
Quote