I saw it in-house now the map, and it seems that the advice that I gave about the rail and the turbo have been completely ignored, not even those who gave Paul the injection crancking (power) you have listened to. I instead of "putting too many irons in the fire" that would fix a few things at a time.
Last but not least, the system you suggested paul to adapt to the times ? a system that seems to me valid, but you have to adjust the values on the axis to make it effective...
but really I got it all wrong?Originally Written by SandroMarciano
, recheck everything
the power I correct immediately after I posted the file and I noticed the rail ? not true I put back the original now I do, as far as the turbo now study a p?
thanks sandro
let's see if I've got it now, rail, original, reorganized the turbo increased to a maximum of 100 points, the limiters are good? and still the tinj set as they are now, right? what do you mean adjust the values on the axis to make it effective?
Last edited by msport (exil77grande); 29-05-2013 at 16:17
in practice, you have to change the addresses 1dc4da and 1dc4dc, but in order to understand how to do it, I advise you to open the map with winols, why? I suspect that will not be clear how the map of the times... (guys, I can assure you that it does not give me the parcel of those of the evc :P)
The turbo now can? go, even if pi? you're far from 1.5 bar, more? allungherai his life.
The map of the power now goes well in the area, but 3Nm in pi? don't feel, however if you are not struggling too much, you can leave it cos?!
Then, since you have access to the files uploaded to the forum you can go to comb through the files of other maps and find the limiters of diesel...
Hyrosat now the map the torque in the ignition is to be well as logic, even if for the experience, I will say that a 3% increase does not solve the problem (as mentioned by Sandro) even though it clearly ? better do some tests... have you tried charging it? you've solved the problem of the ignition?
a 3% as you have given you can? be good on the last column, and then to use the temp high, where the problem ? almost pi? this...the critical ones for our engine nevertheless remain in the range between -10 and 40 where you can give it calm mind is also a 6/7% (then you will realise from the evidence that in some points so well? it is not enough, but you go to step and do the tests ;-)
let me know how it goes in the car so I'll tell you how to proceed with the finishing touches
the times I've seen that scaled well the bp 70, 100, now you have to adapt the advances for those times and then by 1 / 1.5 degrees of increase on the last 2 columns (60 and 70) from 3000 rpm up for each of the 5 maps-injection phase.
According to me 1.5 degrees with 100mm3 are too few, with that iq you need to get at least 3 degrees, but it depends on other factors. Then with lambda 1 in the top inietterai never 100mm3 with the turbine golds, then you can give up to 10 degrees in pi? at 4500 rpm on 100mm3 that so much of the ecu will not go? never reading that value. Advances should be reviewed also on the basis of the AFR that is used, an AFR of pi? the top allows you to have advances on the most? high while an AFR of pi? low you can have advances on the most? low, all this why? in an environment rich combustion occurs more? the faster an environment is 'poor'. From what I ? been taught, however, inject more than 4-5 degrees ATDC does not need almost anything to ****head of performance and only increases EGT and exhaust gas temperature. With a AFR of the top 16 for the best performance, instead, should be given a little bit more? of advance so as to inject at tdc from 3500 and up. With the turbine original? this AFR limit the amount? injected at a high rpm, then even if we have many degrees advance will never be read by the ecu.
Write permission
Quote