Optimising the M47 engine for the use of bigger injector nozzles.

[migueldosantos77]

Greetings, gentlemen.
I want to upgrade the injector nozzles on my 320d 136hp (non-common rail version). The potential new nozzles I am contemplating are DLLA145P593, which have the potential to provide a 70% augmentation in fuel compared to the original equipment manufacturer (OEM) DLLA145P748 nozzles.
Nevertheless, I am uncertain about the process of calibrating the Engine Control Unit (ECU) with this adjustment, particularly while the engine is idling. I suspect that there is an inactive map stored in the Engine Control Unit (ECU), however I am uncertain about the precise method for locating and appropriately modifying it.
Moreover, I have doubts about the response of the VP44 pump to these bigger nozzles, as well as its actual maximum injection quantities (IQs).
I would really value any counsel or profound understanding you may provide. Thank you!

[EnchantedScribe]

This formula promotes excessive fueling without boost, resulting in the production of smoke, oil contamination with diesel, and low fuel efficiency.

In the past, there were a limited number of businesses capable of calibrating the electronic control unit (ECU), which is mostly integrated inside the pump.

[migueldosantos77]

This formula encourages over-fueling without the use of boost, leading to the creation of smoke, diesel contamination in the oil, and reduced fuel economy.

Previously, there existed a restricted number of enterprises with the capacity to calibrate the electronic control unit (ECU), which is mostly embedded inside the pump.

[EnchantedScribe]

Indeed, the issue I previously highlighted occurs prior to the boost reaching a sufficient level to provide the air required for fuel consumption.

In addition to issues with smoke and unburned gasoline, an oversupply of fuel may also lead to turbo lag due to its cooling effect on the exhaust.

When greater flow injectors were installed on the old Rover's with a VP37 pump, a lower output MAF was also installed to regulate the excessive fueling at low rpm. This might potentially be a viable solution.

[migueldosantos77]

I fail to see how manipulating the MAF (Mass Air Flow) might have influence on the fuel injection process. I comprehend the issue as follows: inside the electronic control unit (ECU), one has the ability to manipulate the intake air pressure by requesting the mass air flow (MAF) as a function of revolutions per minute (RPM) and injection quantity (IQ). This information is subsequently converted into a duty cycle map for the turbo actuator. To optimise fuel consumption, you may use the IQ (injection quantity) as a function of RPM (revolutions per minute) and throttle demand. This information is then converted into a duty cycle map for the VP44 pump and SOI (start of injection). I am perplexed by the functioning of the VP44 duty cycle map, which exhibits a rise in relation to IQ and a reduction in relation to RPM. I have also been informed that the pump operates in a closed loop configuration at about 2000 RPM or lower. However, I lack much knowledge on this matter, and it is now my primary area of worry. Ultimately, I am contemplating which technique to use in order to calibrate the new injectors. Should I first address the issue of unstable idling and thereafter make direct modifications to the drivers' desired map, acknowledging that it will result in an excessive fuel injection? Alternatively, should I adjust the pump map using the current IQ values found in other maps?
You are welcome to correct me.

[EnchantedScribe]

It is rather evident, isn't it?

When the engine is not in boost mode, the electronic control unit (ECU) uses the air mass data from the mass air flow (MAF) sensor to determine the injection quantity (IQ). Decreasing the signal will result in a reduction in the fueling.

A weak maf signal is a well known factor that may lead to suboptimal performance. However, in this particular situation, you can use it to your benefit.

During periods of increased boost, the MAP sensor is used more often than the MAF sensor due to the latter's limited ability to function throughout a broad range of air flow. (often, there is an abundance of air present)

Attempt it.

[migueldosantos77]

I was unaware that the IQ is regulated depending on the MAF or MAP. I had previously believed that IQ control was independent of the air sensors, which I find peculiar. However, there are no existing maps that establish a direct correlation between IQ and MAP or MAF, is there? Do I need to physically alter the signal from the sensors, if I have understood correctly? Is there not a cleaner method to do this task?

[EnchantedScribe]

How can the IQ be computed accurately if the maf sensor is not taken into account for off boost control?

When the boost is increased, the fueling may be adjusted based on the load and the map can be used to ensure that there is enough boost without exceeding the desired limit (overboost).

It is likely unnecessary to modify the map signal, however you may just decrease the maf signal with a resistor to see if this would mitigate the excessive fueling. If such is the case, you may use an Arduino or a comparable device to readjust the maf.

[NAVITEL]

Popcorn time.