ecuedit wrote:The main issue is to achieve higher pressures at low rew and high iq...
If you have high IQ and not enough pressure your injection time increase and your car starts to smoke,
no real power, torque, cylinder lubrication flushing and so on (said in general).

For more than 1450bar the cp3 pump would be suitable.

what pressure do you tune for at say from 2000rpm high iq is 1450bar possible with pump speed ?

With stock pump=?

hi yes with stock pump

75bar+ at 2000rpm with stock pump is max for extreme IQs.
This info is for the limits not for regular tuning, for guys who know what they drive...

It depends a lot from another changes.

For example:

You put 75bar+ at 2000rpm everything is OK
Than you change SOI and you accelerate different - you get a lot of problems with rail :)

If you want to go up to the limits you have to put some harder testing.

thanks for your view on this. tomorrow i will do some testing and logging :)

i did a test file to see if i could reach 1450bar at 2000rpm
i noticed in log i have 65% duty in the precontrol valve at 2000 rpm
but in the precontrol map i have 57% at 2000 rpm so this must be the pid making adjustments and closing the valve more
to reach pressure because of the lower lower rpm

edit link to screenshot
http://i47.tinypic.com/27x2b5s.jpg

Yes that's correct.
Requested rail pressure regulates valve as well.
There is a logic when precontrol map is used and logic for achieving desired rail pressure, and logic to limit it.

You can reach that pressure even at 1500rpm
(when I put high pressure pump to the test machiene when the valve closes up to 100% the high pressure pump achieve enormous pressures)

Try to do full throttle and release and again full throttle and release.

redeye... what car do you have? if its a peugeot what software are you using? looks much less useless than PP2000

my car is a 2.0l hdi pug 206 .
i did the log with my friends snap on solus pro diagnostic scanner.
i saved a log movie to usb pen then i put in the pc to view indoors

Alex.T wrote:I wasn't very clear actually, when i say I'm limited by something I mean I get limited by a map or a single value limiter :)

I just calculated something that should be Air Fuel Ratio.. Look at the pictures.
As you can see, what I did in step 13 makes it run very lean above 1000mg of air, that's why I don't reach an IQ of 70 in my logs.
Stock:

Stock_smoke_afr.png

Step13:

Step13_smoke_afr.png

About calculations....
I did this: AFR=(Airflow)/(IQ*0,84) because Airflow is mg and IQ is mm3. And 1mm3 of diesel is 0,84mg.
Feel free to correct me ;)
I still feel that this calculation is NOT correct. Because Airflow is measured in mg/pulse and IQ is mm3/stroke.
IF 1stroke=1pulse, then my calculations are right.
But I don't think so...
That pulse thing may be constant or it may be tied to rpm, like 1 pulse every revolution... :?:
But 1 revolution has 2 injection strokes, meaning 1pulse=2strokes.. :?: :?:

MAF units on the map are mg/injection iirc.

If you actually covert the sensor value (kg/hr conversion table) via rpm to the MAF values, then the direct value is correct. Ie, 900 'maf' units is mixed with the IQ of that one injection.

So you get 900mg of air in a cylinder with an Xmm3 injection.


I did a lot of testing/maths on this one, so I log kg/hr and convert via rpm and log the smoke map units on road testing...



Sometimes PP will log MAF over 900, some other cars don't though.


Also, I've recalibrated the smoke map to 1350 on the maf axis in the past and although PP will show readings over 900, and the maf sensor itself is generating enough signal to convert to a kg/hr signal to give a MAF value at that rpm over 900, the ECU doesn't seem to want to actually use the values over 900.


Really easy test, just extend axis to 1000, put an interval at 900, drop all the values from 0-900 to about 30mm3, and then add 60mm3 across the 1000 range.

If the car drives really slow, then it's not reading over 900 :D


That is what I did and there is obviously a limiter somewhere that is stopping it using over 900. I looked around a lot but couldn't find anything so I just went down a different route.

I'd be very interested if anyone also finds that same issue with 900maf+ not being used, and if they have found a work-around.


My only thoughts were that it was maybe in the software section of the ECU data?!

Dave