Ladedruckanhebung mittels 10ct-Tuning - diesmal langsam | Posts 16+

Hello,
Unfortunately, I don't have those values.
Best regards,
Günther.

Hello,

Avoso's circuit design is different from the one described in the 10Cent article.
The capacitor trick only works if you implement the pressure increase as described in the 10C article.
"Someone, please finally draw a circuit diagram so this discussion can end..."

I need to lay some LAN cables now.

Again, regarding the basic idea: the output signal of the boost pressure sensor is reduced using a voltage divider, thereby increasing the boost pressure.
To improve the print quality, a capacitor should be connected in parallel with the resistor on the sensor side.

Best regards, Rainer.

Hello everyone,

First, some news:
The method for increasing boost pressure, as suggested by Avoso, works perfectly with my ASV.

Without any further modifications, or using a pre-configured tuning module, the boost pressure can be easily adjusted to 1.2 bar. In this case, the overshoots are significantly lower compared to a solution using diodes.
I haven't tested it yet with an increased fuel injection volume. However, based on my experience, I know that increasing the fuel injection volume significantly and rapidly increases boost pressure. This can also lead to problems with excessive overboost. I will test it this weekend.

I've been connecting the tuning box to the boost pressure signal so far, but I think I'm going to switch back to the MAF sensor signal because it doesn't increase as abruptly.
I will only start looking into a solution involving a high-pass filter if this current solution produces excessively large overshoots.

Thank you for the links, Rainer!

Regarding the turbo, I'm not really worried. There are many VNT15 turbos out there that have been chipped and are running at 1.1..1.2 bar. And not all of them fail frequently. And the turbo in the ASV is already a "smaller" VNT17.

And if it ever fails - the LLK (likely referring to a specific component) is a pretty good catch for the shovel parts. And a new turbo is quite cheap on eBay. *Knocks on wood*.

Next, I need to install some large nozzles. I'll probably use the ones from the AHY model instead of the AEL model, even though I'm not sure about the structural differences. But there's already some experience with AHY nozzles.

Best regards,
Georg.

Here again regarding the high-pass filter.

I've now browsed through the links that Rainer posted.

Assuming you connect a capacitor in parallel with the resistor in the power supply of the MAP, the whole thing probably won't work. After all, the supply voltage remains constant, only the output voltage changes, so the capacitor would have to be connected in parallel with a resistor in the OUTPUT voltage.

Please correct me if I have misunderstood anything.


Greetings,
Georg.

Hello Georg_G,
Rainer already explained it; the capacitor connected in parallel acts as a low-pass filter.
Best regards,
Günther.

Hello Günther,

Da habe ich wohl gerade meinen Beitrag editiert, während Du was geschrieben hast. Sorry.


But I have a feeling that either I or Rainer are misunderstanding the Avoso circuit: I think Avoso is referring to inserting a resistor into the power supply of the MAP; I did that, and it works that way.

@Rainer: As I understand your comment, the low-pass filter should be integrated into the output voltage.
Sure, I'm ready. Please provide the text you want me to translate from German to English.

Best regards,
Georg.

I also wanted to contribute to this topic.

In a US 1.8 Turbo forum, this OP (Optical Parking) switch was once discussed.

I personally don't have a real idea about it yet.

http://www.angelfire.com/ab7/diymaplimiter/


Good luck, Rainer.

Georg_G wrote:

Again here regarding the high-pass filter: I've now browsed through the links that Rainer posted. Assuming you connect a capacitor in parallel with the resistor in the power supply of the MAP, the whole thing probably won't work. After all, the supply voltage remains constant, only the output voltage changes, so the capacitor would have to be connected in parallel with a resistor in the OUTPUT voltage. Please correct me if I have misunderstood anything. Greetings, Georg

Exactly, it's fine .

Hi Georg_G,

hast Du jetzt eine Ladedruckerhöhung mit dem Poti realisieren können? Funkts??

Greetings.
frebert

I can't comment on the discussions happening in the US 1.8 Turbo Forum.

However, my signal tracking circuit (gain = 1), which uses an op-amp and a spindle trimmer at the output connected to ground, is already completed.

In this case, there are two things to keep in mind:

For safety reasons (to protect the EDC system), the operating voltage of the unit is 5 volts (= the same voltage level as the MAP sensor, but with its own power supply and a longitudinal regulator).

The operational amplifier should have a low voltage drop. This means that some operational amplifiers can lose several hundred millivolts at the output. This can result in an output voltage of only 4.1 volts when operating at a 5-volt supply voltage, or 0.9 volts.

It needs to be verified whether the maximum voltage of the MAP sensor can be transmitted by the operating system (OP) during pressure surges, in order to prevent damage to the turbocharger. This is independent of the MAP sensor's measurement range!

The circuit increases the boost pressure by a fixed percentage. More detailed adjustments are not possible.
For example, if the factory pressure setting is 0.5 bar, an increase of 10 percent would result in a pressure of 0.55 bar.
For every 1 bar, there are 1.1 bars accordingly.
For boost pressure overshoots (to the extent that they are still linearly detected by the MAP and linearly transmitted by the OP, without any limitation), the corresponding value is 10 percent.

For your reference:

Increasing the turbocharger boost pressure is only effective when combined with an increase in fuel injection volume.

Quote:

The operation should have low voltage drop.

For applications like that, there are so-called "rail-to-rail" operational amplifiers. In these amplifiers, the output voltage reaches (almost) the supply voltage.

Hello,

short report:

As described earlier in the text, I built the boost pressure increase system based on Avoso's idea.
The whole thing works great - the overshoots are smaller than with the diode solution.
Currently, I'm running at around 1.2 bar, with overshoots up to 1.4 bar.
Even in its initial state, I was getting pressure spikes in the range of 1.3 to 1.4 bar.

I would also say that the boost pressure doesn't build up as quickly as it does with the diode solution. And this is even with a significant amount of additional fuel injection (0.216 injectors + slightly adjusted tuning, DZR timing advanced by 5 seconds).

For me, an additional solution to reduce overshoot has become unnecessary.

Greetings,
Georg.