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'''Engine: Fiat Coupe 2,0 16V Turbo''' - Displacement: 1995ccm - Bore: 84mm - Stroke: 90mm - Cilinders: 4 in line - Firing order: 1-3-4-2 - Distribution: by belt, DOHC (2 cams in head) - Rotation: right - Wasted Spark ignition - Multi point indirect injection ---------------------------- '''Tuned parts:''' - Turbocharger: Garrett GT3076R, (external wastegate), assumed pressure appp. 1-1,5 bar - Bigger throttle body: Diameter: 70mm - NA camshafts (same timing, bigger lift) - Exhaust manifold: tubular type - Bigger IC - Bigger injectors ---------------------------- '''Sensors (which are used in my project):''' '''- Crankshaft (Trigger 1):''' VR type, 60-2 teeth '''- Throttle position sensor (TPS):''' Bosch 0 280 122 001 '''- Water temperature sensor (WT):''' -type: negative temperature NTC (appr. 2252 Ohm at 25°C) -mark: Bosch 0 280 130 026 -impedance at -10°C = 9 kOhm -impedance at +20°C : 2,5 kOhm -impedance at +80°C : 0,3 kOhm -voltage: 5V '''- Intake Air Temperature sensor (IAT):''' -type: negative temperature NTC (appr. 2252 Ohm at 25°C) -mark: Bosch 0 280 130 060 ( from Lancia Kappa 2,0 16V Turbo) -impedance at -10°C = 9 kOhm -impedance at +20°C : 2,5 kOhm -impedance at +80°C : 0,3 kOhm '''- Manifold Absolute Pressure sensor (MAP):''' -VEMS internal MAP sensor (On-Board) -Max. pressure: 400 kpa '''- WBO2 Lambda sensor:''' Wideband LSU 4.9, Bosch 0 258 017 025 Measured Rcal: 85 Ohm = calibration 149,4 (When did free air calibration, value was 144) '''- Exhaust Gas Temperature sensor (EGT):''' type: VEMS, 6mm ------------------------------ '''Actuators:''' '''- Ignition:''' wasted spark type with 2 coils Coils: Marelli BAE 800B (060708038010) (Fiat Punto,Coupe, Lancia Delta,Thema,Y,...) -Primary coil resistance: 0,54 Ohm -Secondary coil resistance: 7500 Ohm (dwel set to 3ms) -Spark plugs: NGK BP6ET (3 electrodes in circle) '''- Injection:''' Injectors type: Peak & Hold Number of injectors: 4 Resistance of 1 injector: 2,5 Ohm @ 68F (did you verify by measurement ?) Siemens DEKA FI11445, 750 cc/min @ 43,5 PSI Why not using high impedance injector instead ? Plenty available between 700..870cc/min, even from Siemens. * '''Series resistor for injectors are used''': OEM type, cca 7 Ohm per each injector. * PWM-ing settings 25.5 msec, 100% Wiring: injA EC36/7 cyl1 injB EC36/19 cyl2 injC EC36/8 cyl4 injD EC36/20 cyl3 -Fuel pressure: 3 bar '''- Boost Control Valve:''' for this time Manual Boost controller is used '''- Idle valve:''' OEM type, PWM one coil -------------------------------------- '''Used VEMS controller:''' v3.8 '''ING OUT:''' 4x IGBT + 4x logic level '''MAP:''' Internal 400kPa '''EGT:''' 1 '''Prim.Tr.:''' VR '''Sec.Tr.:''' Hall internal nernst pull up for LSU 4.9 wbo2 pump pw zero: 100 wbo2 nernstdc target 134 egt1 cal: 72 batt cal: 190 Serial: 11294 '''INJ OUT: Flyback: low Voltage flyback (OBSOLETE)''' * apparently '''accidentally ordered''' with "Low voltage flyback (OBSOLETE)" option ** => impossible to tune good idle with 0.5msec injector pulsewidth ** while identical engine works well with lowZ-active flyback but PWM-ing disabled => would work well with 30V flyback. For faster injector closing, '''convert to 30V flyback by installing''' [https://shop.vems.hu/catalog/throughole-diode-p-93.html 30V unidir transient diode] in the harness: * anode: injector shared +12V supply * cathode: ECU side (going to ECU internal flyback rail via EC36/23) * Make sure injector PWM-ing is disabled (100% duty, after time 25.5msec) * retune. Longer injector pulsewidth will be needed (so better VE precision unless quickly hacking some large injopen values) ** really retune carefully: even if higher power loadsites were tuned, pushing it without retuning would cause lean operation, knocking, and likely damage
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