The community is desperate to lean more about the MSD80. By looking at certain frequencies, the knocking signal is sent.ĮDIT: seems that the engine also has the standard knocking sensors in place. How does the ECU measure a knocking problem ? Does it use voltage ? Does it do it for all 6 cylinders individual ?Įach piezo injector has a knocking sensor. There is indeed a calculated ignition start time in the MSD. Can we also tune with the MSD via a reflesh when the ignition time starts ? You said we should tune the TI duration of the ignition pulse. Running the HPFP at higher pressure may increase the risk again. The risk of wall wetting may be reduced by running higher boost, as it affects air flow inside the cylinder. Another way would be to check if the vapor of the exhaust gas recirculation (EGR) and see if there's fuel vapor. One way to check for wall wetting is to check the engine oil if it has fuel in it. It would wash away the oil on the walls, causing wear. When increasing the injection time, and also when injecting in the compression phase, look out for cylinder wall wetting. The injector can inject a lot of fuel into the cylinder. You would have to calculate it, but yes, there is extra time at mentioned before.
#PIEZO INJECTOR CONVERSION LB7 FULL#
If correct, do you agree then that considering the ti in the compression phase, we can get it up to 4 ms for 7000 rpm ? Can we use the full compression phase ? It is this high, because when we designed the application, BMW insisted that the engine must be able - in limp mode - to only use the LPFP pressure, which is 5 bar, and still drive the vehicle at 170 km/h. This is an increadible amount of fuel, much much more than any solenoid injector. The injectors have a maximum of 40 mg/ms spray at 200 bar. However, if the pressure of the HPFP is increased, this may not be needed. With this engine, it is no problem to keep injection into the compression phase, but not too long it would be bad for emission. Notice that the engine runs under homogenous mode and that means that the injection start in the intake phase. In our earlier conversion, you mentioned that under high load the TI is about 2 ms ? Correct ? The relation between the amount of fuel sprayed and the pressure is not a linear relation but a Bernulli equation. If you keep the HPFP pump below that number, you could inject a lot more fuel. The engine has been tested to up to 200 bar.
It is constant but indeed controlled by the module. Is the HPFP pressure of 90 bar constant or is it controlled by the MSD module ? It is not possible to replace this filter yourself you cannot open the injector to get to that part. Whether or not we will create injectors for this engine, depends on the market (read: BMW). We are investigating the filter issue, and we hope to have a solution next year. As a matter of fact, it will run E100 without any problem under cold conditions. As long as the temperature of the injector stays under the 100 Celsius, this engine is perferctly capable to run E85. Currently, we have an issue that if the injector is hotter than 100 Celsius, we are seeing melting of the fuel filter in the injectors. Have you experience with this engine and E85 fuel or do you have any thought on it ? Can e.g. Although the engine is capable of running in stratified mode, it currently does not. The N53 engine was to run in a stratified mode. The engine was developed to run in homogenous mode. Enjoy !ĭoes the N54B30 use homogenous or stratified charge under high load ? Today i had my follow up conversation with the tech guy at continental. Credits to the member for originally sourcing this information. To bring an old but popular subject to this forum, this is a copy paste of some information that is at least 5-7 years old is my guess, but its valuable so here it is.
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