change advances

[asdone]

0.003 seconds / (1 / (250 revolutions per minute / 60 seconds) ) * 360 degrees - 1.99 degrees

0.003 seconds / (1 / 4.16666 revolutions per second) * 360 degrees - 1.99 degrees

0.003 seconds / 0.24 seconds to do a lap * 360 degrees - 1.99 degrees

0.125 relationship duration of injection with respect to the duration of the tour * 360 degrees - 1.99 degrees

4.5 degrees and the duration of injection - 1.99 degrees of advance = 2.51 degrees of end of injection

(in the calculation of the first I had approximated a bit too :P)

[ducati83]

ok thank you....

[puntospeed1.3]

My humble opinion on the matter ? the following:
The advances are to be change in some circumstances. Should be done with the policy, knowing how, knowing why? and knowing what you can? go into the meeting.

I assume that if I want to get powers not monstrous, then reliability, the quantity? of diesel fuel to give and the amount? air to give (therefore pressure) ? modest.
Perhaps a practical example the speech is pi? simple for everyone.
A tdi 160 with 70mg of diesel delivers in theory 190cv to 4000 rpm. Because of the obvious loss of performance as you increase the power, these horses become almost 185 to 4000 rpm with pressure 1.49bar (original pressure detected with the diagnosis).
Power data (rolled) reflect what is obtained with the calculations before you map the drive, there? ? the index that the accounts have been properly made and that everything on the car is working.

You note a p? smoke in certain regimes (predictable in the mapping phase). The problem arises from the fact that for injection 70mg, is injected, typically 8? ATDC, with peaks of 11?.
Despite an AFR of about 15.5 the car smokes why? the diesel fuel ? injected too over the top dead point 8 - 10? the limit for the smoke; hence on many engines on the tdi about 10?.
The smoke does not ? of those exaggerated, you could keep everything cos?, but if you want to fix that?

Or you increase the pressure, or by the advance.
If the pressure does not want to change, is anticipated.
How much? The advance the you can? calculate starting from the original maps. From these, you must extract the required value of the quantity? injection that you are interested in.
To do this, just a p? ingenuity and an EXCEL spreadsheet.
In my case the calculated value ? the state of about 1.25 degrees to 4000g/min. little stuff, but enough to reduce the smoke. now ****lli pi? that acceptable

Change the advance of the injection ? risky. The increase of pressure in the inside of the cylinder ? distributed, but localized in a short time, during ascent of the piston. If the increases are slight, there are no problems, picked with pressure turbo original or low.
In other conditions, you may have an overheating of the engine, cracks in the cylinder head and the piston head, the stress important for the flywheel and the crankshaft.
For quantity? injected very high (a lot) if the values of advance required from the calculations are high, it means that you should change your strategy. You go to the injectors with nozzles increased. In that case, them you can? leave the original, postpone or very, very cautiously anticipate, depending on the size of the holes of the nozzles.
In the case of pressure the turbo is very high with intercooler series, the matter is complicated because of the high temperature of the charge placed in the cylinder and the pressures pi? high.

As I see it, do the logs of the car with the original map and after the map changed ? fundamental.

Ovviemante I don't want to convince anyone of what I say, all of this ? one of my most modest opinion, born from a p? of study, and a p? experience

Hello guys, I have read all of the discussion and the thought of dr. the support as well as that of cicciogsr that says to calculate the advance with the variables in the map.

with the common rail I'm working on it recently, while The injector pump the conosoco more, I have never done any damage, but on the advance here on the tdi has a double effect, i.e. if you enter first, enter more at the end of the duration.

now I have done several tests, even a little exaggerated, and on this I wanted to ask one thing:
from the calculations that I have to inject a quantity important type 75mg 80mg, and wanting to recalibrate the fact that the advance on the peaks of the curves corresponding to these quantities mi values are quite high. Type 170 points equivalent to 3.9 degrees,
now these degrees volendoli give even at low speeds what happens? so, it is part of, or are trying not to inject too far away from the PMS, BUT you up the pressure in the chamber and all the risks. the calculations I know the ones; interpolation etc., some files of the preparatory foreign, I have also seen more.
? the way to go or ? just useless. at low and medium rpm? From personal testing the car become very bad at this point not to withstand the torque.

[asdone]

170 points are equivalent to those degrees to about 4000 rpm, but how you are as a post injection?
At low rpm ? absurd to give them why? at 1500 rpm those 3.9 degrees last much of pi?! Low you can, in my opinion, to act on the pressure (that anyway ? always pi? low to high) to reduce the injection time if necessary. Then son opinions!

[puntospeed1.3]

170 points are always 3.9 degrees.
the bkd 140cv has a 4000 rpm standard on all maps max injection 33? of life and 20? of inizioanticipo, is already in 13gradi after tdc. not ? as the 8valvole. I was wondering how many degrees after tdc you can get.. I also tried with 16 and 17? that came in addition to the 20? in addition to pms to low average. it was smoke, but if the series, once unlocked, the torque limiters, and all without touching the duration already iniettiamo over 13? we do not go away.

[asdone]

I thought that for the points you wish to microseconds in the map times, I ask for forgiveness!
For the low average is also good sfotare 10 degrees of post so much c'? pi? time for the combustion since the engine runs more? slowly.
C'? also to say that pi? c'? air and ir? the reaction ? fast so you need less advance, not for nothing, in fact, on engines with a turbine premium recommend less advance on those of the series!

[puntospeed1.3]

you ? true the turbo ? big indeed, the more you work at high pressure, and less advance is needed.
pero on the tdi, if you start first, enter a lot more, for example:
CASE 1 if you start at 15?btdc and hard 28? and I imesso a tot of diesel and I finished it in 13?after pms.
CASE 2 if I start at 17?before tdc, the hard always 28? I imesso more fuel and I lit the first mixture, and I finished at 11? after pms.
increasing I find more and more performance. now what? the limit? don't bend any connecting rod or crack a few piston?

[asdone]

No wait, if you have 28 degrees of injection which of them advances or delays always 28 degrees, not c'? pi? diesel, then maybe the combustion falls in the range pi? optimal, and then you have pi? power. However, although the comustione begins almost instantly before generating pressure, the reaction must reach the walls of the cylinder, in fact the pressure peak ? always after TDC, otherwise you would divide everything. For the how much to risk cross-reference here again: http://www.professionalchiptuning.ne...cipo-iniezione where ? described how to calculate how much time passes from the start of injection to the beginning of pressure, a lot depends on the size of the cylinder!

[puntospeed1.3]

are you always 28 degrees, but if I go first, and hard always to 28, I'll be entering more.
on the common rail ? different.

[checchitotiralaleva]

L?advance ? a lever is very powerful in the calibration phase, we optimize the tour along with the EGR, boost and injection pressure.
The logic of the optimization of the combustion in stationary at the moment (for what I know directly) are: minimize specific fuel consumption, hitting a certain target NOx (function of?efficiency?ATS use) with a certain limit of fumosit?.
With regard to the achievement of the target for NOx the main lever ? l?EGR, followed soon after from?advance.
L?advance injection ? instead, the main lever that we have on the parameter of the specific consumption (CONSUMPTION NOW/KW). But also one of the parameters pi? critical to keep sott?eye with regard to the pressure within the cylinder, followed by the rail pressure.
Increase l?advance of injection, significantly improves the specific fuel consumption (introduce the same mg/hub of fuel, but I get pi? kW), to move the center of gravity of the combustion towards the left (towards TDC), the local temperature of combustion increases, the temperature of the exhaust gas decreases, so? as the fumosit?, but it causes an increase in emissions of NOx and the pressure within the cylinder (structural risk).
From?the other side to increase only the quantity? the maximum injected increases the torque that the motor can? generate but does not improve the specific fuel consumption, move the center of gravity of combustion to the right (towards SME), heats the exhaust gas and is smoking more.
To conclude, I would say that the change of the advances depends a lot from?entity? of the change on the quantity? maximum introduced. In any case, limit it to the areas of the plan that is quoted relative to high rpm and high loads if and only if the diesel ? been significantly increased.
Speaking generally, the calibration current tend to always use less EGR for?reduction of NOx , using jointly all?advance (rather low compared to the past). The motors that we develop to survive at times with the pressures within the cylinder to be increased by 10% compared to the maximum pressure that the reliefs in normal operation. Given that we start with down payments low enough, we must insist a lot with l?advance to increase the pressure within the cylinder up to the desired target.
These considerations to say that, even without the benefit of instrumentation to measure the pressure within the cylinder, and without knowing what the limit of your engine, I don't think there are no problems to increase 1-1.5? l?advance.
I would be very pi? worried from?the increase in bad calls of the diesel, the risk to cook the turbine and the DOC?