as always, impeccable....finor? to change the pitch thanks to you...Originally Written by SandroMarciano
as always, impeccable....finor? to change the pitch thanks to you...
Ok, I think I've found the maps of corrections advances, but what are they? (do not have axes in the vicinity), I imagine that the a-axis is the number of spins shared with the map advances the base, and the other could be what?
Unfortunately ****** not ? help matters cos? specifications
Hello,
could be the derivative of the introduction. ? a index quickness? of the transient required..
For the record... in our trattoraccio the limiter in advance ? paved to 39?!!!
not ? 1280 = 30 degrees? Maybe not ? the same tractor :P In any case I seem to need to touch it
Instead, some experiments about the fixes in advance I would do it, to increase the reattivit? / sensitivity?
But I in the map I see written 39! However, I confirm that I have never found the opportunity to re-calibrate it!
guys I have read all of the discussion from the beginning but I can not understand one thing: it is said that the best condition would be to have the end of the injection as pi? close to the upper dead point, then I read that the c'? the possibility? to inject up to about 10? from the PMS; now if you are talking about advances with respect to the ori in the map, giving increases decurta by the duration of the injection duration of the injection DPMS then I go to the PMS,so it is advisable to anticipate or postpone? or in which phases the motor ? better to stay close to us and in which prolugare injection after TDC?
for example, in my 159 and I see that at the bottom between the 1500 2000 round I injected ranging from a minimum of 1.88? 3.50? after the PMS...so if anticipassi even more? keeping close to the PMS I'd write damage?
Hello, the advance that I know of is defined as the degree engine that elapse between the beginning of the main injection and the LDCS.
Increase the advance allows you to raise the pressure within the cylinder, and then in parit? of diesel fuel to make more?.
The limit to the increase on the advance can? come from the achievement of the maximum pressure within the cylinder of the project.
Or by the passage of the maximum peak pressure inside the cylinder before TDC.
In this case, therefore, increase the advance does not improve ir? the specific consumption. Beyond this point, the benefits you get for the increase of pressure within the cylinder at the beginning of the expansion phase that you have them already? lost for the greater work you need to do on the piston at the end of the compression phase.
Not having the pressure sensors inside the cylinder are available, roughly, I think you could consider that if you keep the end of the injection main flush with the TDC or slightly after, you can be close to the point of great advance... but it CAN ALSO BE SADLY NEAR OR BEYOND THE LIMIT OF the PRESSURE INSIDE the CYLINDER!!!
The duration of the injection degrees engine, you can calculate from the us ET al, injectors, and rpm:
RPM*6*ET/10^6
What I wanted to specify ? the dataset of production are generally "relax on the advance" because of the restrictions in terms of the emission of NOx (typically tend not to exaggerate with the advance, to be able to use less EGR to equal NOx). Then increase the advances in knowledge and parsimony should not do any damage.
In terms of performance/power consumption, postpone the original datasets definitely not good
I would add that at low speed a certain number of degrees corresponds to much more? time that the same degrees at high rpm, in addition to what I have learned, the reaction starts immediately after the injection but not gener? pressure finch? does not reach the walls of the cylinder, this step takes time, and for? ? independent of the number of laps. For this give 3 degrees of advance at 2000 rpm pu? be harmful/counterproductive while the same degrees at 4000 revs have less of an impact why? "last" less!
mamma mia, what a nice way to explain things....if I had professors cos? capable of transmitting information, I would have certainly continued the unervisit?.
Then first of all thanks for the interest.
I've always had the belief that the motors of the series due to restriction on emissions, were not at peak performance, always within the maximum reliability? and diciamocela all, bring a motor in this condition is often sufficient as the processing of a production car....
as you speak to us of the original datasets of course, speak of the time of injection, but the ones in the map are already in the us?
then by the calculations made by having, for example, a loss of 1.88? and the duration of injection DPMS I can try to bring it to the pi? close to PMS, or it starts to be harmful?of course, I am talking about ****llo theoretical on paper....then ? to be verified on the field.
Thanks Ducati,
you speak of the times of injection, do not know how to appear on the ECM or company... I INCA I see them already? in [us]... if you tell us of the orders of magnitude of some of the values of the map we could understand immediately.
For the second question, unfortunately, I do not know how to answer you... would you say that in the original the your advance to the point the engine was not considered x [?], and at that point you inject y [us], that timing will correspond to z [?]...
Then you've done the z-x and ti is = 1.88?, I understood right?
What engine we are talking about, you're in full power to that regime? -- See response Asdone...
In any case, we've never said, but if you want to retouch the advances, you should always connect the map to avoid discontinuit? or the change of trend compared to the original dataset
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