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  • Autoinform | WPS500X- Technical Question
    your question The WPS500X pressure transducer has the ability to measure cylinder pressure on both petrol and diesel engines The kit supplied with the WPS500X only includes adapters for petrol engines Should you wish to use the transducer with a diesel engine at present you would have to source a diesel compression test kit utilising quick couple connectors that you can link to the quick couple Foster connector of the WPS500X pressure transducer We are planning to introduce a diesel compression test kit to link the WPS500X pressure transducer to AST or Sykes Pickavant kits giving access to their wide range of existing diesel fittings For measuring dynamic pressures with petrol engines this is fine so long as the combustion is removed from the cylinder injectors are cut from the cylinder under test The WPS500X is capable of momentarily measuring the dramatic increase in cylinder pressure from idle speed to WOT Wide Open Throttle but not for prolonged periods of time i e monitoring The same applies to diesel engines once you have overcome the adaptor issue For any compression measurement using the WPS500X the combustion process must be removed from the cylinder The increase in cylinder pressure in either diesel or petrol engines must not exceed 500 PSI and the battery compartment of the WPS500X must never exceed 80 degrees celsius Share this entry Share on Facebook Share on Twitter Share on Google Share on Pinterest Share on Linkedin Share on Tumblr Share on Vk Share on Reddit Share by Mail 1 reply Kledis Dhono says August 7 2015 at 2 32 pm Hello What about diesel engines with piezo injectors Reply Leave a Reply Want to join the discussion Feel free to contribute Leave a Reply Cancel reply Your email address will not be published Required fields are

    Original URL path: http://www.autoinform.co.uk/wps500x-technical-question/ (2016-02-17)
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  • Autoinform | Autoinform Live weekend 2015!
    If you would like to reserve a place please email Annette directly Annette ads global co uk Share this entry Share on Facebook Share on Twitter Share on Google Share on Pinterest Share on Linkedin Share on Tumblr Share on Vk Share on Reddit Share by Mail 0 replies Leave a Reply Want to join the discussion Feel free to contribute Leave a Reply Cancel reply Your email address will

    Original URL path: http://www.autoinform.co.uk/autoinform-live-weekend-2015/ (2016-02-17)
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  • Autoinform | Watch out Bradley Wiggins
    buddies and all I m sure enjoyed a very tough ride let me just explain here that cycling if conducted aggressively always hurts stick with it still hurts you just go faster Stage 1 The first Leg took us past Biggin hill then to Tonbridge sorry Nev a close friend and sponsor lives there couldn t stop the red mist was in full flow And then to Battle near the coast 14 00 18 00 we then set on climbing a total of 8500ft over the North and south Downs OUCH Watering stops every 30 miles and food every 60 ensured healthy hydration The entire course right up to PARIS center was superbly marked thanks to the entire support team Stage 1 continued We then turned right heading out towards new Haven and the Ferry However there was a final sting in the tail after the town Polgate over Fore down Hill Double OUCH 19 00 Much needed Dinner break 21 30 95miles completed We had then finally reached the ferry feeling very sorry for ourselves and questioning our own sanity 5 hours on the ferry trying to sleep in a chair with my legs through a porthole Lights on public bar in the background I did consider if the baby changing bench would take my weight Cabins or sleeping bags next time 06 00 French time Starting 2nd Stage in Dieppe only 145 miles to go its dark cold and a prevailing head wind The first stop after 25 miles was a graveyard yes seriously Very apt for how we were all feeling Thankfully the roads were excellent with virtually no traffic The weather eventuality was hot yet still windy We had rolling hills with a total climb of 5500ft which was thankfully not as severe as our UK first stage With 50 miles to go and on our final food stop at this point I was totally exhausted But the French bread Ham cheese and Pate worked a treat Thanks girls I was so exhausted I didn t bother peeling my orange food food and more food and off we go straight up one of the longer climbs of the day I lost ground to my 2 buddies here but somehow recovered and was flying it took a couple of miles to pullback the half mile arrears The final 50miles Not sure if it was the food weather or adrenaline but somehow the time passed quicker than I imagined and we arrived in Paris Hooray The 4 of us in the leading group enjoyed a well deserved cold ice cream watching the chaotic Parisian lifestyle Eventually all less one Re grouped for a coordinated ride in taking in the Arc de Triomphe And Avenue des Champs Élysées through the evening traffic grid lock to the Eiffel tower After the photo shoot and beating off the cold beer touts we were told it s only a 5 mile ride to the hotel So if my sponsors are feeling ever

    Original URL path: http://www.autoinform.co.uk/watch-out-bradley-wiggins/ (2016-02-17)
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  • Autoinform | Having a good process- POLO GTI 2011
    petrol injection is very similar to common rail diesel control and the initial test sequence began by looking at the key critical requirements 1 ignition driver s 2 injector driver s 3 rail pressure The result of this composite observation and we can now reveal our involvement in developing the new rainbow pico scope confirmed an unusually slow pressure build up Normally pressure build I refer to this as rise time should take no longer than 600 milli seconds and as little as 300 milli seconds our vehicle took up to 3 whole seconds The next stage in the process involves intrusive tests This Part of our past development programme was designing a low pressure test gauge the requirement was to monitor suction or positive pressure priming systems together with flow and the ability to conduct pump proof testing under real load conditions Applying this test confirmed excellent low pressure priming with 6 bar available to maintain high pressure pump pressure The most interesting aspect of our initial observations and unique so far for petrol systems Was that until a certain pressure was reached no triggering of fuel or spark took place We also noted that no driver outputs were present at the high pressure control valve therefor no current was present either This further confirmed our training group s findings that the valve is actually a volume control device Proving this theory also follows our common rail pump proof process removing current at 2k rpm immediately caused the pump to run at full pressure 115 bar The other intriguing part of the waveform profile was the accelerated decay time not normal for this pump type So the decision You need a new pump mate with just one cravat check the camshaft drive lobes and follower Othernon relevant issues found

    Original URL path: http://www.autoinform.co.uk/having-a-good-process-polo-gti-2011/ (2016-02-17)
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  • Autoinform | A vote for independence
    all bench tests and were to be refitted Two genuine new injectors were also fitted after re cutting the compression seats The customer expressed some doubt over a genuine egr having been fitted The next task involved removing the whole EGR assembly It was clear from the poor assembly that many of the problems could be man made when the engine and gear box were fitted Coolant hoses wiring loom and intercooler hoses were not run or clipped correctly The egr transfer hose to the inlet manifold was loose and no seal had been fitted Confident with the findings so far the reassembly went smoothly The engine started promptly on 4 cylinders with no smoke or excessive diesel knock as is common with combustion related problems Having cleared the dtc s our next task was to data log key data relating to turbo boost egr feedback and injector smooth running balance All of which proved normal Infarct the vehicle performance was remarkable A week after returning the vehicle and following several hundred miles of use the customer complained of diesel knock and a flat spot only when cold We discussed the options and symptoms agreeing to replace the two remaining injectors I carried this work out at his home and must agree that the diesel combustion noise from cold was reduced a test drive also confirmed no flat spot Some 3 weeks later yet another call from the owner describing what sounded like serious problems lumpy engine smoking and lack of power Confident of my work so far I suggested the sensible option of transporting it back to our workshop Upon receipt the only problem we discovered was a slight air leak from the plastic filter housing As this was a suction system a lack of fuel and cavitation would

    Original URL path: http://www.autoinform.co.uk/a-vote-for-independence/ (2016-02-17)
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  • Autoinform | Double trouble
    be easy Right Now back to the BMW I ll stick my hand up now and say until recently I hadn t worked or even fully understood how the BMW 335d turbo system worked and was unable to acquire any proper data from anywhere So I did plenty of workshop good old fashioned R D to develop a comprehensive test plan to hopefully help you guys Now firstly I want to explain exactly how the system is compromised and works by using pictures I stole from the internet Basically it s a fixed vein small Turbo which feeds a big fixed vein Big turbo which uses a wastgate None of these two turbo s are variable vein which I was completely unaware of until now The flow of Air and control of these turbos are regulated by a series of flaps one in the exhaust and one in the inlet Bare with me You can simplify their control by separating the process into 3 clear section Low RPM Mid RPM High RPM During low engine speeds only the small turbo is engaged offering instant sublime low down engine torque and power delivery During mid range both turbos are in operation and when moving at high speed only the big turbo operates and this is how it s achieved Key points At low engine speeds both bypass valves are closed forcing the air solely through the small turbo charger When you start to hit medium RPM the exhaust valve labelled A is opened forcing the air through the larger turbo pre charging the air into the small turbo then into the engine When you hit high engine speed the bypass valve B is opened forcing exhaust gas through the larger turbo enabling warp drive and time travel Just in case you didn t understand that here s a video of a smarter guy than me explaining it brilliantly http youtu be DRcmgibm aA So now we know how it works I m going to show you how to diagnose and test each component It s easy on a job like this and not know where to begin and I sometimes have to stop myself from diving in which inevitably leads to mistakes Firstly I acquired myself a diagram which labelled the precise order in which the turbo control system was plumed together There is a labyrinth of vacuum control hoses which not only deteriate over time but decide to move location flitting between components all by themselves Here is another diagram I stole from the internet Naturally I went through each and every single connection one by one to ensure correct fitment and to my surprise they were all absolutely spot on However the inlet bypass control pipe had been fit incorrectly and run through 90 degrees before it fitted onto the control solenoid making it crimped and restricting control vacuum I quickly re fitted the control hose and tested control functionality to all corresponding valves and wastegate I was abale

    Original URL path: http://www.autoinform.co.uk/double-trouble/ (2016-02-17)
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  • Autoinform | The next technical Era
    lift base CAM thus disengaging the cylinder fuelling and ignition is also disrupted This later system enables the v8 engine to smoothly convert into a 4 cly The performance variant modifies both lift and timing employing firing sequence separation which improves exhaust flow increasing turbo response feedback voltage from the activation solenoids confirms correct engagement event failure ensures the cylinder remains deactivated The dissolved v8 engine uses the trapped air in the closed cylinders as a damper Working fully with active engine vibration suppression and active noise control systems First the active damping system oscillations are measured by sub frame sensors G748 749 these transmit an analogue signal between 0 2 0 8 volts The output is evaluated by the sub frame control module J931 It then sends out counter oscillation control to the sub frame actuators N513 514 Damping is achieved by real time tine wave transmission to magnetic coils in the engine mountings The mountings change engine position absorb torque isolates vibration And dampens engine oscillation by monitoring harmonic distortion via hall sensors in the engine mountings Active noise cancellation operates on long established principles Active noise cancellation is an extension to the vehicle sound system The sound control module J525 relies on noise input from 4 microphones the subwoofers are employed as actuators The noise input frequency and amplitude is processed then matched with a noise cancelling output And calculates phase frequency and amplitude It becomes active when the ignition is switched on regardless of the infotainment status It activates both noise cancelling and active damping control upon cylinder on demand activation On some models the actual engine noise is a product of the sound system it s artificial and can be selected Combined with magnetic suspension damping yaw and pitch inputs the latest Audi intuitive steering

    Original URL path: http://www.autoinform.co.uk/the-next-technical-era/ (2016-02-17)
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  • Autoinform | Knowing when to stop
    to this feature the next logical test is a blind pump or max pressure test This is also achieved using the pico scope and examining the profile noting not just the pressure but equally as important the rise time The results were excellent even with the reduced rotation speed whilst cranking max pressure was achieved in 600ms This leaves two points of possible leakage the drv or the injectors The next test is to remove the spill hose from all injectors and check for the absence of leakage under pressure The test proved the injectors to be faulty with several of them leaking badly At this point we could begin to estimate the repair cost There were some other issues with trapped vacuum control hoses under the intake manifold And sticking swirl flaps Removing the manifold exposed something quite new and unexpected No 1 cylinder inlet tracts seemed to suggest excessive heat partially melting the manifold moulding Armed with this new evidence we held an on site review with the customer suggesting re fitting the injectors which had been removed prior to replacement so that a compression test be conducted Not surprisingly the pressure in no 1 did not exceed 50bar Now we have a dramatic change in repair cost from 6 injectors a manifold and labour to the additional cylinder head overhaul Despiteit age a 57 plate and bmw marque the customer called time and decided not to continue with the needed repairs costing 3000 to 4000 Now begs the question why did someone attempt to tune a car running on 5 cylinders No turbo function due to the totally trapped control hose and pressurerail deviation An equally pertinent question is who carried out such appalling workmanship in the first place Knowing when to stop begins with knowing when not to begin Share this entry Share on Facebook Share on Twitter Share on Google Share on Pinterest Share on Linkedin Share on Tumblr Share on Vk Share on Reddit Share by Mail 7 replies Dave says September 9 2014 at 11 56 am This goes to show that DIY and cowboys still try to fix the newer car not knowing what does what and bits and bobs off the internet ie cos I did this and got this does not always work with every car You need training on newer systems the time of a Sunday afternoon with a carb in bits have well and truly gone Reply Mark says September 9 2014 at 7 26 pm The sad truth of today which i see too much of and we all have to battle with is that the cowboys doing a short term Cheap Job fix are regarded as the hero s and the decent Professionals amongst us doing a proper job are regarded as rip off merchants when we have to try and fix these neglected complex wrecks Trying to educate joe public the long term real value of proper Professional Care is hard work To all ADS

    Original URL path: http://www.autoinform.co.uk/knowing-when-to-stop/ (2016-02-17)
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