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  • Autoinform | Clutching at Straws
    dtc s hoverer the devil is always in the detail View the response in measuring dynamics this confirmed no binary data response to pedal sensor value when depressing the pedal The more obvious clue was the dashboard message to depress the clutch pedal whilst engaging the start button image Autologic Screen The pedal sensor is a bidirectional hall device so let s list the possibilities a wiring error a sensor error operational environment error The next dare I say sensible action would be test its output with our pico however David decided upon some lateral thinking Based on the principles of hall sensor operation a change in the magnetic field across the hall IC leads to a change in the applied voltage Enquiring as to the contents of my tool box I produced a small rectangular magnet With the sensor removed from the clutch master cylinder it was possible to extend the wiring so that the magnet could be passed across it whilst monitoring live data The result confirmed a binary change from 0 to1 Conclusion The sensor was ok the problem was an operational environment issue within the hydraulic cylinder image photo of component In view of the urgency a vor order was placed for a replacement hydraulic cylinder Unusually for TPS the wrong part arrived so more joint lateral thinking why not leave the magnet in a binary 1 position allowing the starter to be engaged And so it was a temporary repair allowing use of the vehicle The only down side a dtc was now present preventing operation of the stop start function not a bad swap though The correct part was in short supply eventually when fitted all dtc s cleared and full operation was restored Share this entry Share on Facebook Share on Twitter Share

    Original URL path: http://www.autoinform.co.uk/clutching-at-straws/ (2016-02-17)
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  • Autoinform | Withering Heights by Emily Bronte feat.Frank Massey
    engagement lasting 25years many rings were exchanged it was to be my last and only love Polished regularly no jokes it took pride of place and featured famously in several photographs Then suddenly one day last week out of the blue came a divorce It was a crippling blow We were on our way out to enjoy the sunshine without warning Sir Isaac Newton came along and snatched her from my grip This brings me to the next chapter a quick search on the internet dating site a new bride was found she s a little green behind the ears moving in was a big trauma for both of us but we seem to be getting on fine now And they lived happily ever after 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 not be published Required fields are marked Name Email Website Comment You may use these HTML tags and attributes a href title

    Original URL path: http://www.autoinform.co.uk/withering-heights-by-emily-bronte-feat-frank-massey/ (2016-02-17)
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  • Autoinform | Visit from the USA
    plenty of beer curry and diagnostics it has definitely put a lot in perspective when it comes to the future of Diagnostics on modern diesel systems The aim and objective of the visit was to develop a universal process of applying a new product into the air intake stream creating an environment and condition that would successfully remove carbon deposits from both the intake system and DPF The good news is and please appreciate our lack of specific details as we are subject to a confidentiality agreement a very successful result was achieved However it was obvious and I make no apology that knowledge of DPF Functionality and a sound engineering approach which will almost certainly involve training As soon as we are free to comment there will be a full report with pictures on Autoinform co uk and this process will also be included in our DPF training program Frank Massey 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

    Original URL path: http://www.autoinform.co.uk/visit-from-the-usa/ (2016-02-17)
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  • Autoinform | Current Measurement, Tools and Process
    criteria when evaluating actuators and what tools actually work and where can I get them Correct Current flow is very important however its only one off 3 critical components 1 current flow 2 rise time 3 induction Rise time relates to the resistive value and the available pressure ever tried to get a golf ball down a drinking straw The unit of induction is the henry This applies especially when testing the rate of response within an injector againstthe control on signal It takes into account voltage currentflow current rise time speed of current interruption and the electromagnetic field effect the pintle movement has to the current path temperature also has a part to play One thing is for certain as I recently observed to the contrary in a technical journal the voltage and current flow must share a common response So how do we measure current and why current first Current flow is equal throughout the entire circuit so the opportunity is much easier The control fuse or power relay for example Using an inductive current clamp it s actually a hall device ensures a non intrusive means of measurement The sensitivity and rise time of the clamp is vital more lately It not only provides measurement of flow but the effectiveness of the current interruption this of course is imperative for good induction This is the responsibility of the power transistor within the pcm or ignition coil as with the latest direct ignition systems The tool of choice is of course my pico and a range of current clamps the critical observation is profile or shape You won t find this data in any books it s taken me over 30 years to find the confidence and knowledge in current testing Let s examine some examples 1 a simple ground on injector Note the voltage drop and somewhat slower current ramp the kink represents the pintle snapping open effecting the inductance in the injector winding 2 a power on injector Note a much more rapid increase in current path this is due to the discharge of a capacitor To protect the component from damage current control is introduced via the pcm rapid switching of the voltage limits the current flow during the extended open period 3 ignition current profile Note how rapid the current is interrupted this provides excellent induction and good ht energy measured in joules 4 a more subtle example of current in a wide band sensor Note the current range volts divided by 10 5milli amps This takes a very special current clamp the K2 0 500ma Not available from any automotive sources Exceptus 5 this is what happens when you get it wrong Note this is the runner flap control on a Audi a6 it s a high frequency duty controlled motor the pico clamp cannot measure current fast enough its reporting a current of 100mv 1 amp linear Not possible within a digitally switched event 6 now look at the same component with

    Original URL path: http://www.autoinform.co.uk/current-measurement-tools-and-process/ (2016-02-17)
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  • Autoinform | Caution V Common sense.
    narrow window of opportunity the engine not only running but on load and monitoring functionality in real time Back to the Pico I think firstly I had to establish best criteria from a good known sample the Z4 I decided to conduct a compression test in real time with the engine running the initial evaluation included a crank start run and acceleration profile of the engine compression performance Waveform 1 Z4 Note the overall profile and compression value expressed in voltage using the Pico pressure transducer Next we applied the same test in identical conditions to the 318i Waveform 2 318i Note similar crank start and idle values reinforcing earlier test results however on acceleration note a much lower cylinder pressure and more significant the compression loss on full load Waveform close up 3 The remarkable thing is that the compression anomalies can occur on individual piston strokes all fuelling and ignition had of course been removed from the test cylinder leaving only mechanical functionality responsible for the results So there we have it a internal mechanical problem what restrained us in forming a decision sooner was a lack of absolute proof not a bad thing but also the cost implications if we got it wrong Caution Verses common sense By Frank Massey 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 9 replies Maurice Donovan says May 22 2014 at 7 31 pm Frank it is a whole different world out there once anyone with a small bit of common sense could fix there own cars but it is a different story in today s world of computers on wheels Like always loved your story and nothing beats the sort of prof we get by the use of our modern lab scopes and other sophisticated equipment we have available to us these days Your a world leader in the world of Diagnostics and we appreciate the huge contribution you and your son offer us Today it is all about science we have to prove what is wrong before we can fix the problem Reply Tom Harrison says June 20 2014 at 8 02 pm Fascinating diagnostics by a true professional Phil Ellisdin of Asnu says it all we can t all be the Frank Massey s of this world but with the right training and tools we can certainly improve our skills Regards Tom Harrison Asnu distributor for Canada Reply David says June 21 2014 at 8 43 am Frank just a thought from me It seems that you spent a good deal of time and expense on this vehicle only in the end although problem area has been diagnosed not to have it cured What was your customers reaction to your bill I m guessing that they would not want to go to the expense of engine strip rebuild especially if its a resale car point I

    Original URL path: http://www.autoinform.co.uk/caution-v-common-sense/ (2016-02-17)
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  • Autoinform | Injecting Some Sense
    It also adjusts the fuel quantity accordingly to meet a perfect stoichiometric value It can be fooled like all computers by incorrect input values or events beyond its monitoring capability These could include air leaks charge pressure circuit loss fuel cavitation priming or low pressure problems current path issues or simple atomisation defects The reason I have laboured this point is to illustrate just how complex the problem may be Misfires can be placed into three dare I say simple categories ignition anomalies fuelling anomalies or mechanical defects Inductor Current and profile testing involves the application of an oscilloscope without the correct current ramping the injector will not open correctly The open event should be consistent with the fuel trim values Finally the hydraulic performance is essential Flow rates atomisation direction of the spray pattern are vital if full combustion is to be achieved To aide this and much more we rely on our Asnu test bench Direct injection requires a much more precise accuracy Achieving this cannot be left to chance The formation and delivery of a combustible mixture in both stratified and homogeneous strategies remains the total responsibility of the injector The injector is in principle an inductor it may be switched by ground or by discharging a capacitor thus increasing both current and rise time In the case of ground switched injectors it may be seeded by a small current preparing it for the much larger opening current event Piezo injectors of course follow a totally different discipline They do however demand a very specific current flow Focusing on the inductive performance of direct injection solenoid injectors how can we be sure of exacting and correct performance The pintle design is such that a simple orifice single or multiple no longer applies A permeable membrane is often

    Original URL path: http://www.autoinform.co.uk/injecting-some-sense/ (2016-02-17)
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  • Autoinform | No can do, Yes CAN do….
    was a murder scene and in order to solve the case we must carefully look at all the evidence He smiled enthusiastically at me and I couldn t help but think he thought I was a little mad he s probably right but it is usually a hereditary condition Upon my initial visual examination I found the following evidence Vehicle used to be a taxi Timing belt cover left off Turbo inlet and exhaust pipes left off Vehicle would crank run momentarily then die Jump leads on the passenger seat Nuts and bolts everywhere I felt there was enough evidence here to form a diagnostic plan and know where to start The vehicle battery was confirmed as dead so we initially had to replace it which allowed us to unlock the vehicle and carry out some electronic tests I then started to explain to Adam why it was important to gather such an important and accurate picture of what occurred at the moment of death He was even more intrigued and was quoted saying it s like CSI I went on to explain further about the key points what we had initially discovered and explain the importance of assessing the evidence very closely Used to be a taxi possible disturbance to CAN wiring network from taxi meter being removed Timing belt cover is the timing correct why is it left uncovered Turbo inlet exhaust pipe disconnected who and why Vehicle would start and then cut out immediately which suggests immobilisation The immobiliser on this model is in the steering column module and is linked via engine transmission on a CAN network The fact the steering column would unlock and crank suggests that there is no problem with start authorisation functionality Jump leads would suggest that massive inrush of current with flat battery could cause severe control module damage Nuts and bolts everywhere would normally suggest who ever has put it back together hasn t done a very good job or suggests an incomplete repair Due to the lack of history I kept an open mind After we had restored power to the vehicle we were able to conduct some initial tests using Autologic and carried out a quick test It wasn t possible to communicate to engine transmission or ABS module and fault existed for under and over voltage protected in every module able to communicate According to the central electrics 2 module DTC evidence suggested there was no communication between Engine Transmission and ABS control module We pushed the vehicle into the workshop and wheeled the Scope over and I decided to take a look at the CAN signal which was easily accessible in the boot on the battery monitoring circuit Both CAN high and CAN low looked healthy on the low priority network The next test was to check power to the engine transmission ABS module and after removing the relevant plastic trim and chopping my way through the jungle all power supplies proved ok Still no comms

    Original URL path: http://www.autoinform.co.uk/no-can-do-yes-can-do/ (2016-02-17)
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  • Autoinform | Quality Costs less then you think!
    all seemed ok on the visual side a nice new turbo core shiny new electric actuator Rod moving when ignition was switched on I repeated my tests and was suprised to notice the boost was actually decreasing when the turbo was actuated within the diagnostic software The Dpf was unbolted to release any possible restriction the egr which was slightly sticky was replaced with a known good unit still no boost It seemed the Turbo was working the wrong way when I was driving it Boost was higher then expected when no boost was demanded and then no boost was present when boost was demanded Software issue Surely not I called the turbo repair shop to ask if there was any way it could have been installed incorrectly or the wrong actuator fitted the reply was what I expected all our turbos are vigorously tested before they leave you have another issue Back to the van Time for another approach as this was now taking some time I decided to stop and logically approach this issue If the turbo is working the wrong way what would happen if it was forced into limp mode Usually the first thing that happens in limp mode is the turbo is restricted or fully turned off So if was working the wrong way around wouldn t it create boost Worth a try I unplugged the exhaust back pressure sensor the turbo control moved the opposite way and Bingo Boost This really did look like they had built it wrong but how to prove it I needed to get another van with the identical engine and turbo and watch the rod moving The first two photos show Another van with an old turbo with no faults making full boost The white mark I made is

    Original URL path: http://www.autoinform.co.uk/quality-costs-less-then-you-think/ (2016-02-17)
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