Adjust fuel injection amount 1Z

Hello,

Just cleaned the ESP in a 1Z, and it worked perfectly, thanks to the instructions.

Now the question is, the amount of fuel injection can range from 2 to 9, what is the ideal value?
more towards direction 2 or direction 9?

cksIT wrote:

Now the question is, the injection amount can range from 2 to 9, what is the ideal value? more towards direction 2 or direction 9?

To reduce jerking: High values
For max. Performance: Low values

Choose something

How is the setting meant? Does a lower number mean more is injected or vice versa?

amazing, it runs smoothly at 1.4-1.6 without any jerking. What about the fuel consumption? Does it change?

bastion wrote:

What does "setting" mean now? Does a lower number mean more is injected, or vice versa?

The lower the displayed amount at idle, the higher the injection amount at full throttle. And conversely.

Quote:

Amazing, it runs smoothly at 1.4-1.6 without any jerking. What about the fuel consumption? Does it change?

It also seems to run a bit better under full load.
At a constant speed below Vmax, IMO, nothing significant should change.

But there should also be some performance gain even under full load, right?
It doesn't matter. Anyway, it works, thanks!

The whole thing is quite simple if you think about it from a distance, without getting bogged down in the numbers:

The numbers in VAGCOM are NOT reality (this is not due to VAGCOM, but to the control unit, because it ONLY thinks that it is real). Therefore, one can shift it, so that it comes closer to reality)

The idle speed always achieves the same amount of fuel injection (assuming the engine is always at the same warm temperature, etc.).

If the control system (STG) now indicates that 1.4 mg are needed, then the 35.4 mg for full load are significantly further away, meaning they are actually MORE than if it indicated that 9 mg were needed for idle.

And since it ALWAYS deviates at 35.4, one can gain more "room for upward adjustment" by "adapting downwards".

The only problem is the stable idle (no sawing) and the jerking, which becomes more pronounced when the engine is running at a very low load.

m;

Since I just cleaned the ESP, there's no more stuttering, even though it's running at approximately 1.4...

but somehow I still don't understand it...

"It's clear that the same amount is injected every time, otherwise it would cause the engine to run higher or lower."
and that the difference between full load and 1.4 is higher than full load and 9 is also clear to me, but why doesn't the control unit notice how much is actually being injected??

cksIT wrote:

Why doesn't the control unit realize how much is actually being injected??

Because there is no sensor for the diesel mass flow
Instead, only a single sensor (RWG) is used, which indicates "the angle at which the valve is turned", with the relationship between the turning angle and the flow rate being determined by the electrical adjustment of the RWG and the position of the MSW on the pump.

Ulf,

can you say from experience how much the gear ratio affects the top speed (if you've tried it)?
Or is it for the max. RPM is not very important (Full throttle without load, like in AU)?

If z. B. some slightly larger nozzles had somehow fallen into the engine
and one wants to achieve a maximum of 5000 RPM during the next inspection.
Could the injection amount be adjusted so far down?

Best regards, Georg

The idle speed is controlled by engine speed - regardless of what the flow rate says (ok, at a very low flow rate, the LL will cut it off)

The normal load range is adjustable.

And the speed at which the billing is performed is, as far as I know, also speed-controlled.

But the speedometers in the tachometer are quite accurate, so it's best to warm up the engine properly and _do_ a test run: preferably in the early morning (not at night under Grandma's balcony) lift the car up. Ideally, this shouldn't put too much strain on the engine either.

I also completed the speedometer calibration for 205 (with the CTN, it's 4400), when I suddenly realized that I needed the winter tires for the T speed category... UI ....

m;

Hi Martin,

From a theoretical perspective, I don't know of any other way.

But if the AU-horse presses the gas, the engine will initially regulate the flow until the rev limiter kicks in.
Can this transition, due to the 'too large' volume setting, perhaps be delayed a bit?

I understand that you can try everything. But if someone has already checked it, I won't misuse my tractor unnecessarily...

By the way, I've got the H-tires, and there's still some potential in them

Georg

Georg-TDI wrote:

But if the AU-horse presses the gas, the engine will initially regulate the flow until the rev limiter kicks in. Can this transition, due to the "too large" volume setting, perhaps be delayed a bit?

Based on my observations with the AFN: the deceleration in the drum is very steep, meaning that the amount is significantly reduced with even a small difference in rpm.

216mm nozzles instead of 205mm nozzles increased the AR engine RPM by only about 20 rpm without "over-swinging", I believe.

Hello everyone!

Okay, so the deceleration is not controlled by a fixed deceleration rate, but by the torque limiting function in the MSG. Here, the maximum possible voltage drops very sharply with increasing speed (approximately from 4200-4400 1/min).
With a variable quantity setting mechanism, the slope of this decreasing curve can also be easily changed, which leads to a slightly higher effective braking speed.

Greetings
Alex

But the Drehmo-KF uses speed as its input.

And therefore, the conclusion is: too high RPM -> reduce

or?
m;