Study material for beginners

[alex.t]

look, I'm not kidding! but IQ had not intended for that! anyway you will not complicate life..! start with the main things! injection zoned , turbo, pedal rpm and torque limiter!then the other things slowly .. the car will smoke like a chimney at the beginning ? normal! then slowly you will understand why? it happens and correct your map! but if you want a course to make the chip tuning ? normal that no one you do? free...!in the forum we can only give advice and opinions.. but not courses ! ..

What do you mean by injection zoned?

[lupak]

map fumes

[alex.t]

The "map smoke" ? a limiter IQ based on engine revolutions and the amount? of the incoming air.
In practice is not to inject too much when c'? a little air.
Right?

Now someone explain to me where does the term "injection, split"?
I found this term in both ECM2001 that ECM Titanium without understanding what you meant...

Edit:
IQ = Injected Quantity
it is measured in mm3
Do not blame those who use the codes ? very normal thing to use IQ, SOI, SVRPL, SVBL, etc..
Beginners should learn first the general operation and the initials are from the s?.
Something tells me that Alientech has not yet learned much, considering that on the maps as the axes of the rpm mototre and the load from 0 to 100%. But from where the hell they take that I'm loading?? Really? the axis are RPM and IQ. And if you want to do a remap as it should, you'll also need to extend the axis IQ to be able to inject more?... vabb? let it go.. sorry for the outburst..

[lupak]

Hello Alex, thank you for your definition of ecm called the injection zoned, the axis of the IQ ? the ramp is just before the map, right ?
In my case, the ramp from 16,00 to 9000,00 (in decimal).
That 9000,00 not ? the IQ but the mm3 of air sucked Right?

[alex.t]

Then, we do a p? of order..
In practice, EDC15, unlike EDC16/17, we have the axes of the map just before the map.
Not all of them have axes, but for the most part, the ch? helps a lot to understand the maps.
The two-dimensional maps have two aces, then you'll find yourself a signature byte, which identifies the meaning of the axis, then c'? the size of the board, and then the actual values of the axis. The same thing is repeated for the second axis, and then begin the values of the map. Of course, the one-dimensional maps, such as torque limiters, have only a single axis and then begin the values.
Example of a hypothetical map fumes 3x2:
50222 00002 01000 02000 50996 00003 05000 08000 09000 01000 02350 04420 01200 02600 04800

In bold are the signature bytes, in my ori, all 50222 are engine rpm, 50130 ? the temperature of the liquid cooling system, etc.
Some ECUS have the software very similar, and the SB may also be the same, but usually they are different then you have to find the meaning of your SB.
Italic c'? the length of the axes, the underlined values are the values of the axes and the rest are the values of the map.
The map of the example would be cos?:

airflow  500   800   900
-------------------------
rpm  |
1000 |  10,0  23,5  44,2
2000 |  12,0  26,0  48,0

rpm ? used to denote the revs of the engine, really? it would be to write to the Engine Speed, measured in rev/min (revolutions per minute).
airflow ? the air flow measured in mg/impulse. In practice, the milligrams that come in a cylinder in a cycle of suction.
This map, being a map smoke ? a limiter, then the values in the map have the highest IQ.
IQ = Injected Quantity, measured in mm3/stroke. The factor if I'm not mistaken ? 0,01 therefore 01000 becomes 10mm3.

If you want to calculate the air-fuel ratio, you have to have the sessa unit? both the extent and for the air to the fuel.
Easily convert from volume to weight in the diesel fuel, being 1 mm3=0,835 mg.
Cos? you have both air and fuel in weight. My 2.0 HDi, the series goes on a ratio of 17:1.
Obviously it doesn't make sense to increase the values of this map, why? the machine fumerebbe giving so much oil with a little air.
The problem lies in the fact that my map as your see, the axis of the air flow, defined up to 900mg. Really? my, series, arrives to aspire 1000mg safely. By increasing the turbo pressure from 2000mbar to 2250mbar arrival to aspire 1300mg quietly and without too much strain on the turbo seen that ? made to go up to 2300mbar.
Quick calculation: with 1300mg, and a ratio of 17:1, I can inject up to 76mg, equivalent to 63mm3. But to achieve this, we need to "stretch" the axis of this map so that the ecu knows what to do after the 900mg. Why? cos? com'? now, above the 900mg the control unit takes the last known value, and then always behaves as if it had 900mg of air.
Since we can not do more? space, you have to delete a column that we feel useless, move the other to the left so that the last to remain free. Cos? we have the penultimate column that defines the 900mg of the series, and on the last free column, we can define, for example, 1000mg.
For stayed at the column you want to delete, usually the first are the same and are de type, 200mg, 300mg, etc..
Consider that even at 750rpm and do nothing, the engine sucks in at least 400mg, and then you can delete the first column, move everything to the left (map and axis), and define the last column.
I hope not to have confused the ideas, and maybe now you understand why? a map of the flue gas with an axis RPM and other engine Load 0 to 100%, has virtually nothing. You can only decrease the ratio of AFR and make you smoke more? the machine, or to increase only the last column and to smoke during acceleration strong..

If I was not clear about something-ask
Hello

[lupak]

Thanks Alex.t of this valuable information, difficult to find people like you that as I see you are quite prepared; that helps beginners like me to understand better the map cos? in the details.

[giarras]

Then, we do a p? of order..
In practice, EDC15, unlike EDC16/17, we have the axes of the map just before the map.
Not all of them have axes, but for the most part, the ch? helps a lot to understand the maps.
The two-dimensional maps have two aces, then you'll find yourself a signature byte, which identifies the meaning of the axis, then c'? the size of the board, and then the actual values of the axis. The same thing is repeated for the second axis, and then begin the values of the map. Of course, the one-dimensional maps, such as torque limiters, have only a single axis and then begin the values.
Example of a hypothetical map fumes 3x2:
50222 00002 01000 02000 50996 00003 05000 08000 09000 01000 02350 04420 01200 02600 04800

In bold are the signature bytes, in my ori, all 50222 are engine rpm, 50130 ? the temperature of the liquid cooling system, etc.
Some ECUS have the software very similar, and the SB may also be the same, but usually they are different then you have to find the meaning of your SB.
Italic c'? the length of the axes, the underlined values are the values of the axes and the rest are the values of the map.
The map of the example would be cos?:

airflow  500   800   900
-------------------------
rpm  |
1000 |  10,0  23,5  44,2
2000 |  12,0  26,0  48,0

rpm ? used to denote the revs of the engine, really? it would be to write to the Engine Speed, measured in rev/min (revolutions per minute).
airflow ? the air flow measured in mg/impulse. In practice, the milligrams that come in a cylinder in a cycle of suction.
This map, being a map smoke ? a limiter, then the values in the map have the highest IQ.
IQ = Injected Quantity, measured in mm3/stroke. The factor if I'm not mistaken ? 0,01 therefore 01000 becomes 10mm3.

If you want to calculate the air-fuel ratio, you have to have the sessa unit? both the extent and for the air to the fuel.
Easily convert from volume to weight in the diesel fuel, being 1 mm3=0,835 mg.
Cos? you have both air and fuel in weight. My 2.0 HDi, the series goes on a ratio of 17:1.
Obviously it doesn't make sense to increase the values of this map, why? the machine fumerebbe giving so much oil with a little air.
The problem lies in the fact that my map as your see, the axis of the air flow, defined up to 900mg. Really? my, series, arrives to aspire 1000mg safely. By increasing the turbo pressure from 2000mbar to 2250mbar arrival to aspire 1300mg quietly and without too much strain on the turbo seen that ? made to go up to 2300mbar.
Quick calculation: with 1300mg, and a ratio of 17:1, I can inject up to 76mg, equivalent to 63mm3. But to achieve this, we need to "stretch" the axis of this map so that the ecu knows what to do after the 900mg. Why? cos? com'? now, above the 900mg the control unit takes the last known value, and then always behaves as if it had 900mg of air.
Since we can not do more? space, you have to delete a column that we feel useless, move the other to the left so that the last to remain free. Cos? we have the penultimate column that defines the 900mg of the series, and on the last free column, we can define, for example, 1000mg.
For stayed at the column you want to delete, usually the first are the same and are de type, 200mg, 300mg, etc..
Consider that even at 750rpm and do nothing, the engine sucks in at least 400mg, and then you can delete the first column, move everything to the left (map and axis), and define the last column.
I hope not to have confused the ideas, and maybe now you understand why? a map of the flue gas with an axis RPM and other engine Load 0 to 100%, has virtually nothing. You can only decrease the ratio of AFR and make you smoke more? the machine, or to increase only the last column and to smoke during acceleration strong..

If I was not clear about something-ask
Hello

the speech is a fold! you've been very clear and I see that you are quite prepared many the fact the theoretical neglect it so much, your information will surely come in useful to many people at the moment are not so forward.

[alex.t]

unfortunately, people prepared ce n'? for? are of the type that does not have the desire to share their knowledge if you are not behind ricomprenso or maybe respond free of charge to any question, or there are the ones that make the pundits, that promise great performance, lower power consumption, the engine works better.. etc etc... are all crap why? you can not go for more? with the same engine, same mechanics, the same body (same weight) without injecting more? fuel! Consume less ? just a dance that the "tuners" you are invented to attract people to remap, paying out hundreds of dollars. To be complete, I have to admit that you can? go to the pi? without to remap and without injecting more?, to raise the turbo pressure.. just work on the advance of injection (SOI - Start of injection). But this ? what is pi? difficult, why? here, the experience is not enough at all, very much depends on the com'? designed the motor, from what? his state. Why? you can get more? working on the SOI? Why? engineers have calibrated the map SOI have done by taking into account emissions, noise and a lot of things, including even the performance. Of course, we want performance, and just why? we are not interested in saving the world But to recalibrate the map SOI you have to have a roller bench braked, and starting with l? armed with a lot of patience to try to increase and decrease the advance for each speed? of the engine and for each IQ (which are the two axes of the map) and see what value you get pi?. Not ? absolutely difficult but ? laborious, and not all of them have a roller bench braked been available for quite some time Then the big disadvantage ? that you can't? change the advance in real-time and see the results, but you have to turn off the power, remap, restart, try again... and so on? away for a few thousand times....
I can say that the PSA group inhibits a lot of the noise of the engine through the mapping, then you can? get as much remapping with a tour staff. The VAG prefer lasicare the noise of the engine and abassarlo through outer shells, and gi? l? the original mapping of the advance will go well, and you focus on other maps.

I'm really glad to have been able to help anyone who reads my posts and I assure you that I'm not an expert. What I have learned I did it for the pure passion in time ****** and I never based on hear-say and about the things easily on the forum. According to me it is necessary to consider how knowledge of the things of which you ? 99% sure. At the beginning you go a bit to intuition, but with time and the tests/errors you get to knowledge a solid.
I advise you to read a document that is easily found in the network called the "Bosch HDI EDC15 C2 Injection System and Particle Filter". It is a pdf of the Citroen, but that of course also applies to the Peugeot, which explains the operation of the whole system. It is based on the 2.2 DW12 HDi for? the operation ? the one for all the HDi engines.
I hope that you are familiar with the English. I learned everything in English, reading different documents, and writing on the forum in English, where there is a lot of people willing to help you a lot.
Hello!

[alex.t]

You can find here the document first: http://www.sendspace*****/files/vuh0w3

[dvdtuning]

Thanks alex.t your contribution ? outstanding... I did not understand a lot, at first reading, but after 3/4 times I have come to understand the concept!