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Nie, dziękuję Przekieruj mnie tamwhat is difference DeLonghi Magnifica Evo ECAM 290.61.B a DeLonghi Magnifica Evo ECAM 290.60.B?
‐ ECAM 290.61.B = automatic LatteCrema milk-carafe version (one-touch cappuccino/latte)
‐ ECAM 290.60.B = classic manual steam-wand version (you froth the milk yourself)
All other core specifications (grinder, brew-group, thermoblock, pressure, tank & hopper size, dimensions, power, colour “B” = black) are identical.
Key points
• 290.61.B adds an integrated LatteCrema carafe and extra one-touch milk recipes (≈ 6 drinks).
• 290.60.B keeps cost and complexity down with a simple panarello wand; coffee recipes are identical but milk must be prepared manually.
Model-code anatomy
ECAM (fully-automatic), 290 (Magnifica Evo family), .6x (feature set), B (black). The “x” digit after 290 therefore flags the milk system:
‑ “0” → manual wand | “1” → LatteCrema carafe.
Hardware similarities
• 15 bar pump, single thermoblock.
• Detachable brew unit, 250 g conical-burr grinder, 1.8 L water tank.
• Plastic/ABS chassis, 24 × 36 × 44 cm, ≈ 9.6 kg, 1450 W.
• Soft-touch icon panel with colour LEDs.
Milk systems – the real differentiator
ECAM 290.60.B
‑ Traditional steam wand (panarello).
‑ User steams milk externally; skill dependent, full control over texture & temperature; suitable for latte art.
‑ Fewer parts → cheaper, easier long-term service, but daily manual cleaning of the wand tip required.
‑ Beverage icons: Espresso, Coffee, Doppio+, Steam (+ hot water).
ECAM 290.61.B
‑ De’Longhi LatteCrema Hot carafe.
‑ One-touch Cappuccino, Latte Macchiato, MyLatte/Hot Milk in addition to coffee drinks.
‑ Fully automatic foam density control; internal purge cycle, carafe fridge-storable and dishwasher-safe.
‑ Slightly higher price, more plastic parts/tubing to descale and replace over years.
Pre-programmed drinks (factory firmware EU versions)
| Drink | 290.61.B | 290.60.B |
|---|---|---|
| Espresso | ● | ● |
| Coffee / Long | ● | ● |
| Doppio+ | ● | ● |
| Cappuccino | ● (1-touch) | manual (via Steam) |
| Latte Macchiato | ● | manual |
| MyLatte / Hot Milk | ● | Steam |
| Hot Water | ● | ● |
Minor regional firmware differences exist: some US retailers map “Americano” to the Steam button on the 60.B; EU lists remain as above.
Online retailers (Coolblue, De’Longhi, e-catalog, 2023-2024 listings) concur that the milk system is the only technical distinction. Newer Evo variants (.62, .76) add cold-foam or coloured housings but keep the same separation: “0” = manual, “1” = LatteCrema.
Market trend: manufacturers increasingly offer identical brew platforms with interchangeable milk modules to segment price and convenience.
Why LatteCrema matters: a dedicated carafe encloses two Venturi injectors. Milk is drawn, heated via steam-injection, then separated into micro-foam and liquid streams, ensuring repeatable 60–65 °C output without scalding. A panarello wand is simply an air-aspirating nozzle delivering wet steam; mouthfeel depends on user technique (depth, angle, purge timing).
No specific ethical issues. Comply with EU food-contact and electrical safety (EN 60335-2-15) when servicing or modifying either model.
• Choose 290.61.B for households wanting “press-and-go” cappuccino with minimal mess.
• Choose 290.60.B if you enjoy latte art, already own a frothing pitcher, or prefer a lower initial cost and simpler internals.
• Regular maintenance: descale every 2-3 months, clean brew unit weekly, purge steam wand after each use (60.B) or run carafe rinse cycle (61.B).
Potential challenges
• Specification sheets sometimes swap a drink icon (e.g., “Americano” vs “Long”) depending on market; this does not change hardware.
• Firmware is not user-flashable; drink-menu differences are factory-set.
De’Longhi kept the brewing core identical; the final digit after 290 distinguishes the milk interface.
• 290.61.B → automatic LatteCrema carafe, extra one-touch milk drinks, higher price.
• 290.60.B → manual panarello wand, hands-on frothing, lower price, more control.
Select based on convenience versus craft preference—espresso quality is otherwise the same.
User question
this turbo is not geometry regulated, but by wastegate- underpressure. All tubes seems to be intact, solenoid Valve buyed new and operating. EGR could be possible not 100% pure responding to ECU, but cca 85% similarity is there. I am not sure, if EGR could make such leak od power. I have some graphs with RPM/ boost MAF /MAF. Is possivle to send it to You to checkit?
Artificial Intelligence Response
Direct answer to the question
Key points
• Provide logged values in text form (idle + full-load pull).
• First rule-out tests: temporary EGR blank; waste-gate actuator vacuum test; boost-leak pressure/smoke test.
• Target figures for a healthy DV6 (66 kW/80 hp) under WOT: ≈ 2100–2200 mbar (abs); MAF ≈ 45–55 g s⁻¹ at 3000–4000 rpm.
Detailed problem analysis
Architecture recap
• DV6 1.6 TDCi (66 kW) uses a Garrett GT1544S fixed-geometry turbo.
• Boost is controlled by a vacuum-pulled waste-gate.
• The ECU modulates a vacuum solenoid (PWM) to keep the gate shut until the requested boost is reached.
Typical power-loss chain on this engine
a. Open/ leaking EGR → exhaust energy bypasses turbine → low boost & diluted intake charge → ECU limits fuelling → up-to 30 % power drop.
b. Waste-gate rod seized or actuator diaphragm leaking → gate fails to close → chronic under-boost (P0299 common).
c. Charge-air leak (split intercooler hose, O-ring) → boost cannot build; MAF low; often seen only under load.
d. Sensor drift (MAP or MAF) → ECU “targets” wrong values; apparent limp.
Why 15 % EGR mis-position matters
• At full load the ECU commands EGR = 0 %.
• A valve still 15 % open dumps ≈ 15 % of exhaust mass back into the intake and steals the same fraction of gas energy from the turbine.
• The turbo now has ≈ 70–75 % of the drive energy it expects, so boost can be ≈ 0.2–0.3 bar low – exactly what drivers feel as “turbo not spooling.”
Interpreting your logs (what to post)
Perform one full-throttle acceleration in 3rd or 4th from 1500 → 4000 rpm and record:
• RPM
• Boost-requested vs Boost-actual (mbar absolute)
• MAF (g s⁻¹)
• EGR-command (%) and EGR-actual (%)
• Vacuum solenoid duty cycle or waste-gate position, if available
• Throttle (%) and barometric pressure
Benchmarks (healthy engine, sea-level):
• Idle: MAP ≈ 1000 mbar; MAF ≈ 6–9 g s⁻¹; EGR-command 15–45 %.
• 2000 rpm / WOT: MAP should climb past 1800 mbar within ≈ 1 s; MAF ≥ 35 g s⁻¹.
• 3000-3500 rpm / WOT: MAP plateau 2100–2200 mbar; MAF 45–55 g s⁻¹.
• EGR-command must drop to 0 % by ~1500 rpm WOT; EGR-actual should match.
Red flags
• MAP capped at ≤ 1600 mbar while PWM is near 0 % (waste-gate forced shut) → turbo / exhaust energy loss (EGR, exhaust leak, worn turbo).
• MAP slow to rise then oscillates → sticky waste-gate arm or wrong pre-load.
• Large EGR-actual ≠ 0 % under WOT → leaking/sticking valve.
• MAF climbing but MAP flat → post-MAF (boost) leak.
Current information and trends
• On Euro-4 DV6 engines (2005-2007) EGR fouling remains the #1 cause of chronic under-boost – regularly confirmed in 2023–24 workshop bulletins.
• Ford & PSA issued an internal note recommending EGR replacement, not just cleaning, when position error > 5 %.
• Aftermarket now sells uprated stainless EGR blanking plates purely for diagnostics; most garages fit one for a 10 km test, then remove it to stay road-legal.
• Vacuum actuator kits (Pierburg/Melett) are available for ≤ €45; replacing the diaphragm often cures waste-gate issues without changing the whole turbo.
Supporting explanations and details
Vacuum / waste-gate physics
[ F = A · ΔP ]
Actuator membrane area ≈ 5 cm², vacuum ≈ 0.8 bar → ~40 N closing force. A slight leak dropping vacuum to 0.5 bar leaves only 25 N, enough for the spring to crack the gate open under exhaust pressure.
Temporary EGR blank test
• 1 mm stainless shim between exhaust pipe and EGR flange.
• Drive 5 – 10 km; ignore MIL (P0401).
• If boost & torque return, replace EGR.
Pressure / smoke test for boost leaks
• Cap turbo inlet, feed regulated shop-air at 1 bar, submerge joints with soapy water.
• Hose splits often open only above 0.5 bar, invisible at idle.
Ethical and legal aspects
• Permanent EGR delete or software “patch” violates EU-6/US-EPA emissions law and can fail roadworthiness tests.
• Driving with a compromised waste-gate or unchecked boost leak can overspeed the turbo once the fault intermittently clears, risking turbine failure and oil ingestion (runaway).
Practical guidelines – step-by-step
– Start of movement ≈ -0.55 bar, full stroke 8–12 mm, must hold vacuum > 30 s.
Possible disclaimers or additional notes
• All pressure figures are absolute unless stated otherwise; adjust ± 3 % per 300 m altitude for barometric variation.
• Data quoted for the 66 kW DV6; the 80 kW VNT version uses different targets (~2400 mbar).
• Symptoms can overlap with fuel-supply issues (clogged filter, low rail pressure) – verify commanded vs actual rail pressure during the same WOT pull.
Suggestions for further research
• Ford TSB 212-0116 (“DV6 Power deficit – EGR position feedback drift”).
• Delphi/Siemens SID 803 live-data interpretation manuals.
• ScannerDanner case study “1.6 TDCi Under-boost” (YouTube, 2023).
• SAE paper 2022-01-0448 on EGR-turbo interaction in small diesel engines.
Brief summary
You cannot attach the graphs here, but you can paste the logged numbers; with RPM, Boost-actual/requested, MAF, and EGR position it is straightforward to decide whether the culprit is EGR leakage, a waste-gate that fails to stay shut, or a charge-air leak.
Start with a temporary EGR blank, a vacuum test of the waste-gate actuator, and an intake pressure test. Post the resulting figures and I will help you pinpoint the root cause with confidence.