in another forum there was talk of having to linearize the sensor...
in another forum there was talk of having to linearize the sensor...
Sorry the question off the topic. Injectors 69/75 are different, and there I am. But on 69 are those of the 95. On 75, those of the 95, are as well?
Returning to the topic. But you want to go beyond the 1.5 bar with the turbine golds, or why? you have also changed the crowd?
The injectors of the Point 70CV are different from those of the GP 75 and 90. Those of the 95 are still different and the point 70 go there (I made), and are therefore also on the 75 and 90... even if I don't know how much greater scope.
Over 1.5 was for turbines that are not original, see BV35 that it seems to me that those who have the GP holds more than 1.5 bar, or better yet GTB1446V.
I at the end of the week or beginning of next I should mount a BV35-derived GP90 on my 70. Of course, the control of the variable geometry ? been changed and now is operated by a wastegate.
Good Faith, where are you? I have a Swift 75, thanks for the info on the injectors. Xk? mount a BV35, and not something more? seriously, a times that you do the work? I am impressed by a 1749...To 1.5 I think you only have to pump enough air...
I live in the province of Ravenna, I opted for the BV35 to the fact that not c'? too much to adapt, exhaust side ? compatible, the size of the impeller of the exhaust, it seems to me right, the nut of the compressor, instead, it seems to me too small... a hybrid according to me it could go well, a friend is mounted a KP35 increased with impellers derived from renault, and also the nut of the compressor is derived from renault that the minimum ? 50% more? great.Originally Written by Danny
Currently I have a KP35 with the impellers derived from renault, but the nuts are original. I have a bit of a boost in the pi? from the top, maybe, but I moved the pair up to at least 300 rpm.
I also have a GTB1549V that fits the 2.0 Mjt from 170cv but it seems to me excessive, ? the double, or perhaps even more? with respect to the kp35.
I am convinced that with an ad hoc adaptation could remove satisfactions... but you should also mount exhaust manifolds craft 4-in-1 so as to try to minimize all the ways the lag.
but in the end you may distort the nature of a diesel...what? low rpm torque..
Well, theoretically being able to get it to work properly the geo, it should not then "load" cos? so high, don't you think?
maybe increase the lag of 300 rpm, I think that with the various attempts to map, it is possible to limit as much as pi? can the phenomenon, with for? a progression surely greater, and a shot to the high remarkable. In addition the temperatures will be more? low, and at equal pressure, the flow rate much greater. There would not even the problem, according to me, to exceed the 1.5 of the recovery.
Or something wrong?
We are for? a p? off topic :/
I try to respond to them all:
Yes, to change the sensor this is to be linearized to the new values, I did it on mine, but I could why? I have the damos, so I searched and found where to change the linearization, but this ECU we have for now only the information derived from the diagnosis and from the practical experience...
The turbine: the 1749v *1.5 bar ? gi? in the area of pumping, and would not last more? of 100000km to be optimistic. Among other things, first increase the turbine I would ensure that we of the fact that you have a chance? give diesel, the air only not aumebta the power...
Guys, I have seen a gt1749 mounted under a Ypsilon, turn 2.5 pressure...has rolled 136 hp...Anyway, I have your address..you have to change the sensor and linearize in the map....but without damos or directions...I think it is impossible
I think that a gt1749v * 2.5 bar relative to the original there will arrive? never... why? it should have the maximum limit of pumping 1.8 bar, and after that increase the rpm, but the pressure remains the same... to turn it to 2.5 bar had to be made up of the compressor increased and antisurge...
Write permission
Quote