Archive for January, 2007
Angle Sander
Angle Sander
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 7 AIR ANGLE SANDER POLISHER GRINDER NEIKO 4500RPM US $79.99
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 2 90° RIGHT ANGLE HEAD AIR SANDER W PAD 15000RPM US $32.99
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 DeWalt Angle Grinder Sander 7 9 w SawTec Dustless Shroud PRICE LOWERED US $189.99
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 New Dynabrade Right Angle Mini Orbital Sander US $275.00
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 INGERSOLL RAND ANGLE SANDER 199A US $20.00
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 Milwaukee 4 1 2 Angle grinder sander US $25.00
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 7 Electric Angle POLISHER SANDER TOOL NEW Sand polish US $49.99
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 7 AIR ANGLE SANDER POLISHER BUFFER PNEUMATIC TOOLS US $76.99
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 90 Degree Pneumatic Mini Angle Air Sander Tool 2 Disc US $39.99
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 4 AIR ANGLE WHEEL GRINDER SANDER tool sand grind new US $29.99
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 RDGTOOLS HBM 2DA AIR ANGLE SANDER 100PC VELCRO PADS US $67.94
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 Ingersoll Rand 317A 5 Heavy Duty Air Disc Angle Sander Sanding Tool IR317A US $67.00
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 Neiko 7 Air Angle Sander Grinder 4500 RPM Pneumatic US $89.95
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 snap on AT 450 7 angle sander US $110.00
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 Ingersoll Rand 313A 7 Heavy Duty Air Angle Sander Sanding Tool IR313A US $178.00
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 Air angle sander 2 by BERGEN AT573 US $41.87
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 Northern Industrial 2in Air Angle Sander 1202S179 US $29.00
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 Brand New Mini Orbital Air Sander 90 Degree Angle Head US $26.99
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 Ingersoll Rand 314A 7 Heavy Duty Air Angle Sander Polisher Buffing Tool IR314A US $197.00
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 AIR SANDER ANGLE 7 PAD 24 CFM US $89.97
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 IRT313 Heavy Duty Air Angle Sander with 7 Inch Pad US $254.00
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 Makita 9000BL 7 Angle Sander US $149.95
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 DEWALT D28493 7 9 HEAVY DUTY ANGLE GRINDER SANDER US $79.00
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 Pneumatic 7 Angle Sander ACME 7630 Vertical Sanding US $69.99
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 Metal Surface Angle Flap Wheel Drum Sander with Electronic Speed Control US $728.41
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 Sealey Tools Air Angle Sander 50mm SA19 S US $130.08
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 3 ZIRCON OXIDE FLAP DISC SANDER120 GRIT 2 FOR PROXXON ANGLE GRINDER FREE SH US $16.98
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Universal Tool UT8724-20T Angle Sander
Roundover Bit
Roundover Bit
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 Porter Cable 42901PC 3 16 1 2 Shank Roundover Router Bit US $10.00
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 BOSCH 85296MC ROUTER BIT ROUNDOVER 1 4 SHANK US $19.73
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 Porter Cable 43402PC 1 4 Inch Roundover Bit 1 4 Shank US $10.00
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 Porter Cable 42992PC Point Cutting Roundover 1 4 Shank Router Bit US $10.00
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 Bosch 85595MC ROUTER BIT ROUNDOVER 1 2 IN SHANK US $22.69
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 molding knife bits roundover Woodmaster RBI Belsaw hawk US $12.00
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Make a wood chain using a router
Engine Cam
Engine Cam
Supercharger tuning through cam timing and cam selection
Camshaft tuning is an essential part of supercharger tuning. Camshafts orchestrate the valve opening and closing events in the engine and decide whether what comes out of our motor is beautiful high power music, or a mess of dysphonics.
The use of the proper supercharger optimized cam shaft can go a long way towards supercharger tuning and give considerable power gains for the money invested.
To understand camshaft timing and camshaft selection we have to understand first:
Relativity: Changing when the valves open or close (intake or exhaust) changes the the valve timing with respect to:
- The piston position inside the cylinder. Depending on where the pistons is in the stroke, and where we are in the combustion cycle, then opening the valves will exploit the pressure difference between the cylinder and the intake and exhaust manifolds.For example it would make sense that the ideal time to open the intake valve is when there is peak vacuum inside the cylinder so that when the valve opens, the maximum amount of fresh air can be ingested. Similarly, it makes sense not to open the exhaust valve until peak cylinder pressures have been achieved inside the combustion chamber and the combustion is complete and all the power is extracted.
- The high and low pressure pulses created by the design and runner lengths of the intake and exhaust manifolds.It would make sense to open the intake valve just as the reflected pressure waves in the intake manifold reach the intake valve as a high pressure portion of the wave, thus opening the valve at this high pressure point gives a 'ram air' effect through volumetric efficiency resonance tuning increasing air ingestion which increases power.Similarly on the exhaust side, it makes sense to open the exhaust valve, just as the reflected low pressure (vacuum) portion of the exhaust wave (reflected back from the collector) reaches the back of the exhaust valve. At this point in time there is both peak pressure inside the cylinder, and vacuum in the exhaust which creates a higher pressure differencial and a faster evacuating exhaust gas.
- With respect to the ignition timing event, for example a shorter duration or advanced exhaust cam, opens the exhaust valve sooner with respect to when the mixture was originally ignited, this means that although by advancing the exhaust cam we may have matched our header design and opened the valve with the lowest possible exhaust back pressure for best efficiency, at the same time, we have reduced the amount of time that the mixture is combusted and possibly opened the valve before reaching our peak cylinder pressures and thrown away some horsepower.
- The intake valves with respect to the exhaust valves: and this is usually described in terms oflobe separation angles (the offset in degrees between the center of the exhaust cam and between the center of the intake cam), or in terms of how many degrees of overlap (the number of degrees that both intake and exhaust valves are open at the same time).
Since the combustion inside the cylinder occurs at a much higher pressure than atmospheric pressure, and since exhaust valves are usually smaller than intake valves (for this same high pressure reason) then exhaust gas velocity is much higher than intake gas velocity. So, in some engines it is beneficial to open the intake valve earlier than usual during the last part of the exhaust stroke, this is called overlap. During overlap - at the very end of the exhaust stroke - the amount of pressure left in the cylinder is low so it is possible to breathe in new air under atmospheric pressure, at the same time, the high velocity of the exhaust gasses exiting help draw in even more fresh air from the intake side in an effect much like 'syphoning' where the fluid (in our case air) flows as a continuous stream drawing in new intake air after the old exhaust gas leaves.
The other part of phenomenon that relates to timing intake valves with respect to exhaust valves is the duration of time where both valves are absolutely closed, which is your power stroke. This is the part of the combustion cycle where the mixture can be compressed and combusted. If either (or both) intake or exhaust valves are open you will not be able to neither compress nor combust the mixture, and the absolute duration of time (in degrees of rotation) that your mixture is combusted and allowed to reach peak cylinder pressures is affected by camshaft selection and cam timing. One thing to note is that the valve angle has alot to do with exhaust scavenging, obviously you will get maximum scavanging if the exhaust and intake valves had 'line of sight' i.e. if the valves were separated by an angle of 180*. If so, the exhaust air can directly pull in new air. Conversely, you would have the least possible scavenging if you had valves that were at a narrow angle (zero degrees at the extreme) between each other, so that the air would essentially have to make a U turn to come in through the intake and get pulled out the exhaust.
So different motors respond differently to overlap depending on the exhaust back pressure and the valve angle.
Duration:
Cam duration is the number of degrees of the entire 360* rotation that the intake or exhaust valve is open. The longer the duration, the more air you can get into the motor, the more overlap you have (which helps more with higher rpm power performance), the shorter your power stroke is (which reduces your combustion duration and your peak cylinder pressures reducing low rpm fuel efficiencly and clean idle....etc
Increased duration (with it's increased overlap and scavenging) also gives the opportunity for exhaust gasses to get to the intake, or intake gasses to leak to the exhaust, and so are more sensitive to proper timing events otherwise we can get some negative effects from being 'overcammed'
Lift:
Lift is how far or how deep the valve opens into the cylinder. The more lift you have, the less the valve is a restriction to incoming air because it is farther away from the direct path of entering or exiting air. Adding lift in general adds power to all rpms, depending on how well the camshaft (and valve train) can accelerate the valve to a higher lift number in a short duration. It's like a ramp, the shorter the duration and higher the lift, the steeper the ramp. So what happens here is that if your valve train isn't light enough and well controlled (Through proper valve springs or hydraulic lifting and damping) to operate that rapidly then lift will give you improved performance at lower rpms (where there is alot of time to move the valve to peak lift) but reduced performance at higher rpms, where there are more rounds per minute and so less time per round, and thus less time to go up the steep ramp and push the valve out to full extension.
Lift is good, but usually people don't try to radically increase lift on their aftermarket cams because of a few considerations:
- Make sure that at this new lift, that there is still enough clearance between the valve (at full extension) and the cylinder (at top dead center) to prevent any catastrophic mechanical failure.
- Upgrade to lighter valve train, with stiffer springs or dual valve springs to have more control over the valve with this steeper cam profile.
- It does add power but it doesn't shift the power curve up or down as radically as changing cam duration does, and so in most aftermarket applications we really want a cam to give us peak power at a certain rpm range and so we care much more about the best duration (and some added lift).
I know this is a somewhat complex topic, but I need to make sure we're speaking the same language before we go into how this relates to superchargers. Before you decide which camshaft to use (or how to adjust the timing on your stock cams) you have to look at one very important thing:
Your exhaust system and exhaust back pressure:
If you have a stock log type exhaust manifold, with a close coupled cat, with a dual cat exhaust system, small exhaust tubing, and a couple of restrictive mufflers on your car then it is possible at peak power to have up to 10psi of back pressure.
If this is the case, my first recommendation would be to upgrade to a high flow, low pressure exhaust system because of the potential power gains; however, I do know that some of our readers have cars that they are setting up for their parents or for dual use where their partner or the laws in their location ...etc are really strict when it comes to any added exhaust noise or any aftermarket exhaust. In this case, where exhaust upgrades are not an option, then you must select your camshafts, and tune your cam timing to where you have ABSOLUTELY the minimum possible amount of overlap. If you have significant overlap, then the more you rise above about 4500 rpms the more your supercharger will suffer and the more power you will waste. If the supercharger is geared to 7psi of boost for example, then during overlap, the cylinder sees 7psi of boost on the intake side, and 10psi of back pressure on the exhaust side, the net result is that air will flow from the high pressure zone (the exhaust) to the lower pressure zone (the intake) and so your cylinder will start to fill with exhaust gases. As the rotation continues, the exhaust valve will close and overlap will end, and the intake valve will stay open for the remainder of the intake stroke (for the rest of the duration of your intake cam), and the rest of the cylinder will fill with fresh air.
What happens here is that we get a cylinder that filled for 30* of overlap with exhaust air, and then filled for another 210* (of the original 240* of duration for a typical street cam) with fresh air. The result is a cylinder that is only 85% filled with fresh air or an engine that is literally 15% smaller in displacement! On the other hand, if our supercharger is geared for 18psi for example, then during overlap we will have 18psi on the intake side and our exhaust back pressure of 10psi on the exhaust side, the net result of this overlap is that our supercharger is effectively only producing 8psi worth of differential pressure between the intake and the cylinder and so we are only going to get a power boost of 8psi during overlap. So, during those 30* of overlap the supercharger is only effectively producing 8psi of boost, and after that once the exhaust valve closes, the supercharger will be able to go back to operating at full boost for the other 210*. The net result is something like 16psi of boost so 2psi (or about 12%) of our power was wasted.
Supercharger tuning through cam selection and cam timing
Intake cam:
Because of the negative effects of overlap on a supercharger car's performance, and especially in the case of high exhaust back pressure as is the case with most factory supercharged cars, we find that the optimal cam duration for the intake cam is typically 30-40* of duration less than a normally aspirated camshaft for the same peak power RPM. The decision to reduce the intake cam duration rather than split the duration reduction between the intake and exhaust cams, is that the intake cam will flow air under pressurized conditions (due to the addition of the supercharger and the increase in intake manifold pressure) and so at a reduced intake cam duration the engine will still be able to get it's full share of intake air. At the same time, the high rpm efficiency improvement from the reduction of overlap will also boost power production with a more conservative cam. Finally, if we would like to get more flow from the intake cam, there is still the option of using a higher lift camshaft (with a steeper profile due to the decreased duration) with supporting valve train modifications to make sure valve float doesn't occur at higher rpms.
Intake cam timing:
The cam timing for the intake cam would ideally be retarded which would move the intake cam opening event farther away from the exhaust valve closing event so as to reduce or eliminate overlap, and as a side effect the power stroke duration will increase by retarding the intake cam which can also compensate for the lost power from the duration reduction.
Exhaust cam:
The exhaust cam duration and lift for a supercharged version of the motor should be similar to a nitrous camshaft, in the sense that the exhaust cams on nitrous specific builds have:
1- Very healthy cam duration & very healthy cam lift to allow a severely elevated amount of exhaust gases to be able to efficiently exit the motor when the nitrous is activated and the horsepower (and thus the exhaust gasses) have both doubled in quantity.
2- As little or no overlap if possible, as any overlap would mean that nitrous would be sprayed from the intake side and out the exhaust, which is wasteful of our limited supply of nitrous. Similarly the more overlap we have, the harder the supercharger will have to work because of what we explained earlier about either exhaust reversion into the intake, or the supercharger pressurizing the exhaust.
Exhaust cam timing:
Advancing the exhaust cam both opens and closes the exhaust valves sooner. Opening the exhaust valve sooner slightly reduces the power stroke, but at the same time it reduces overlap and makes better use of our supercharger. Typically an an advanced exhaust cam combined with retarded intake cam will provide the best results on a supercharged car, especially with a restrictive exhaust.
If we had a high flow exhaust system installed, then it may not be beneficial to advance the exhaust cam, a high flow exaust system that is optimized for our engine's power requirements can clear the combustion chamber of all it's gasses very effeciently. Having a high duration exhaust cam, a low back pressure exhaust system and a no overlap what so ever camshaft means that we are giving the exhaust gas plenty of time to exit they cylinder, the intake valve still hasn't opened (because the we have decide to retard it, or use a conservative cam with less duration) and so the supercharger is not pushing any new fresh air in yet, now the cylinder is void and so some of the exhaust gas can revert back into the cylinder, then the exhaust valve will close, and then the intake valve will open only to find the cylinder already partially filled with exhaust gases.
This isn't a problem with a restrictive exhaust because a restrictive exhaust will take some time to clear the cylinder at a lower velocity, however with a higher flow exhaust system we must be careful not to dial out ALL of the overlap in the cam timing, or to over-cam the exhaust cam (using too much duration).
So exhaust cam timing can be advanced or retarded, depending on the exhaust modifications and the intake cam selection and thus must be dyno-tuned.
It's important to note that with all of these changes in cam selection , overlap, power stroke duration, and cam timing, that the power stroke duration is effected and if it is effectively shortened then we may need to retune the car's timing advance on the dyno (for increased advance) to regain losses in duration of the power stroke (again this against popular thinking of never to advance timing on forced induction cars, if we have a shortened power stroke, or an application with significant overlap then it may be necessary to do so).
So we see here that the end result here a lop-sided camshaft with a conservative duration, high lift cam on the intake side, and a normal duration, high lift cam on the exhaust with minimal lobe separation angle and minimal (but not necessarily no) overlap.
The exception to the rule:
Sometimes people take a car that starts off with a 9000 rpm redline, has an 11.5:1 compression ratio, and a 280* duration camshaft, and an aggressive naturally aspirated-esque timing curve and decide to supercharge it for more power. One suck example is kleemann's kompressor for the SLK55 AMG (which already makes 400 hp in normally aspirated form from an 11:1 compression ratio motor). In this type of application, if you use a more conservative cam, and dial out all the overlap, and increase the power stroke, in combination with an already high 11:1 compression ratio and a healthy amount of boost pressure (7psi or above) you will end up with a motor that produces extremely high peak cylinder pressures and those intense pressures and heat may easily start off a chain reaction of pre-ignition and detonation and you will find that no matter how much you retard the timing that the setup will end up both powerless and still not that safe.
In this case, I would consider RPM and compression my primary power adder, and my supercharger as my secondary power adder (that is unless I decided to change that and went ahead and lowered the compression ratio of the motor). In this case it is ok to sacrifice some supercharger high rpm efficiency for preventing high-load & low-rpm detonation. Furthermore, to overcome the overlap inherent in this kind of high rpm normally aspirated power-plant it would be very advisable to use a centrifugal supercharger that is capable of producing more boost and flow with increased rpm rather than a roots type charger that will easily run out of boost and flow capacity (CFM) when facing an aggressive camshaft 'leaking' boost away.
Here is a great example of how cam tuning can affect supercharged power:
The car is a 1.8 liter Honda motor equipped with:
- Supercharger optimized big primaries and short runners Kamakazi header
- A greddy 2.5? SP2 catback exhaust system.
- An LHT ported "S" supercharger inlet tube
- An LHT ported intake manifold ( Non intercooled)
- A Carbon fibre intake
- A Jackson racing eaton M62 supercharger geared for 7.5-8 psi.
The black line is the baseline run with all of these modifications before tuning with peak power coming in at: 223 wheel hp @ 7600 rpms.
The blue line is the power achieved after a full tine (camshaft timing redone for reduced overlap, ignition timing re-optimized, and air fuel ratio optimized for peak power), with peak power coming in at 248 hp @ 8400 rpms.
You can see on by the dyno results that by reducing overlap and properly tuning the car the power peak not only increased by 25 horsepower, but more importantly shifted up by 1000 RPM's due to increased supercharger high rpm efficiency from reduced overlap.
About the Author
I am an electrical engineer although by writing about this stuff you'd think that I'm a mechanical engineer. Have been Interested in cars and performance for the last 13 yeas and more. I have moderated one import car performance website for about 3 years before I handed my duties over to someone else. I have turbocharged one car, and blown up three engines which I mark off to 'experience'.
My current vehicle is a 2005 Mercedes C200 Kompressor which is supercharged. Hope somebody finds some good entertainment and educational value from my writings. My blog: http://www.superchargerperformance.com
How do the numbers of cylinders, valves, and cam shafts affect an engine?
How do the numbers of cylinders, valves, and cam shafts affect an engine? Also, what effect does the volume have?
The more cylinders, the better the smoothness, torque, less vibration, but worse mpg and cost.
More valves add more high-rev power to an engine due to the more efficient mixture filling.
No. of camshafts depends on engine layout (in-line, V, flat) and on no. of valves. More camshafts doesn't necessarily mean better valve control, but it makes the engine more expensive.
The volume (ie, engine displacement) is more important than sheer power. The greater the displacement, the better the power progression, the torque and worse mpg. Current trend is to squeeze ever more power from the low-displacement engines.
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 ATV Honda Recon Engine Cam US $.99
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460 Ford cam break in - red hot exhaust - overheating engine part 1
Hone Valve
Hone Valve
Pneumatic and Hydraulic Cylinders: Single and Double Action Solutions
Anybody who has ridden a bike with spring coil shock absorbers on hard undulating surfaces would know how different and efficient the damping is on a pneumatic and hydraulic shock. The present day shock is a very state of the art shock and vibration damping equipment that works on either compressed air power or fluids to dissipate the energy and the vibrations generated from tyre contact with road surface. The shock impulse is dissipated through the Pneumatic and hydraulic cylinder with a sliding piston setup inside. The cylinder is filled with a fluid or air, as the requirement might be. Shock absorbers find use not only in the motor and automobile suspensions but in aircraft landing gear, in drilling equipment, in earth moving equipment, in oil rigs and many other huge industrial machineries. The same principle behind shock absorbers is employed in rail transport which limits the yawing of bogies from side to side in a fast moving train.
Pneumatic and hydraulic damping systems contain pneumatic cylinders or hydraulic cylinders which employ a steel piston, a piston rod, a cylinder barrel setup to help deliver the damping effect. As compressed air or fluid moves into a pneumatic or hydraulic cylinder, it pushes the piston up or down through the length of the cylinder. The reflex action of the piston is either activated by either the compressed air or by a spring mechanism, which brings back the spring to its original position. These are also called Single Action Cylinders. Cylinders come in a variety of types and may either be pneumatic cylinders, electro pneumatic cylinder, hydraulic cylinder or electro hydraulic cylinders. Double Acting Cylinders (DAC) employ the force of air to move in two ways, in an extend stroke and a retract stroke. Double Acting Cylinders have two ports, one for outstroke and one for in-stroke.
As the industry requirements may vary, pneumatic and hydraulic cylinders come in a variety of bores and strokes configurations. These may vary between being smaller than an inch all the way up to several feet. The power of compressed air or air may range from a few pounds per square inch to hundreds of pounds creating enough power and force of a few thousands of pounds. The pistons rods are usually made of toughened alloy steel. Cylinder pipes are seamless drawn and are precisely honed to the smoothest finish to prevent corrosion and provide long life for piston-seals.
Valves present inside the pneumatic and hydraulic cylinder help regulate the flow of compressed air or fluids and maintain the pressure inside the pressure inside the pneumatic or hydraulic cylinder. Some pneumatic cylinders reach 1000 mm in diameter, and are used in place of hydraulic cylinders for special circumstances where leaking hydraulic oil could impose an extreme hazard. Pneumatic and hydraulic cylinders also find application in automated shutters in train and tram doors, and automated exits that are monitored and activated by sensors. The low friction nature of arrangement in Pneumatic and hydraulic cylinders enable a smooth, slow-speed operation and at a low pressure which is a safety consideration in human traffic areas.
About the Author
Ruhfus are specialists in hydraulic cylinders and recommends Emics, a privately owned laboratory specialising in calibration services.
why cant a mechanic or myself diagnose my 98 chevy truck c1500 5.0litre sfi p0300 code?
my vehicle went to a mechanic and he could not diagnose the problem it is a p0300 code which the two cylinders at idle rthat are misfiring are 4 and 7 after giving it gas it misses all across the board when hooked up to the scan tool. also the tachometer will rapidly fluctuate and the vehicle will surge and stumble and you can hear LOUD spark knock. the distributor plugs cap and rotor and wires are all new as well as a MAF and cam and crank sensors i have also tried a new ecm as well as an icm and a coil none of these improved the condition. well. then my head gasket went and was taken care of and i did have the valve guides honed because guide clearance is a problem on the vortec motors and that was not the cause either which can trip the p0300 code. timing is +2* which is within spec. a crank relearn had been done several times and the problem persists... any ideas would help ALOT!!!! i also get a p0339
P0339 CKP Sensor Circuit Malfunction (Intermittent)
Possible Causes Setting Conditions
CKP sensor signal, ground or VREF circuit fault intermittent
CKP reluctor wheel is chipped, damaged or the wrong part
CKP sensor is not aligned properly to the reluctor wheel
CKP sensor face or tip is covered with metallic particles
Crankshaft has excessive end play
PCM has failed
Engine started, engine running, MAF sensor 5 g/sec or more, and the PCM detected that the measured change in engine speed was 1000 rpm or more during a 125 ms period, or the measured change in engine speed was 0 rpm over a period of 2-3 seconds.
This code sets in 2 Trip(s).
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willys project - honing, lapping, caming, & snapping
Tipped Drill
Tipped Drill
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Nelly Feat. St. Lunatics - EI (Tip Drill Remix) GO HAMM! #SWAG.
Ball Ended
Ball Ended
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 Chrome Magneto Choke Air Lever RH Ball Ended US $17.36
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That's one hot sexy ball you have there!
Splitter Separator
Splitter Separator
HDMI Splitter: Mirror Digital Video and Audio Signals to Multiple Displays
Amongst the various audio/video connectors to hit the markets today, the HDMI splitter is rapidly topping the popularity charts. It is a distribution amplifier enabling HDTV devices such as set-top boxes, DVD players, Sony PS3 and Computers which have HDMI outputs to be connected to two or more HDTV displays. This splitter allows various HDMI displays to share one HDTV source and is a low cost solution to upgrade your existing video configurations.
These splitters are available in 2, 4, 8 ports and can be cascaded to achieve a larger distribution. Various configurations of these units are 1x2, 2x2, 1x4, 2x4, 4x4 and 2x8 as well as more complex HDMI matrix units. Buffering and amplifying signals are its key functions and it can transform a single HDMI input signal into two identical HDMI output signals simultaneously. Uncompressed digital streams are transmitted using these devices. Its numerous features include easy installation, compact size, low power consumption, Plug and play functionality, no set up and no separate software requirements. Supported resolutions include 480i, 576i, 480p, 576p, 720p and 1080p and video amplifier bandwidth up to 2.25Gpbs/225MHz. These devices are HDCP compliant, FCC/CE Certified, and RoHS compliant. Some units support IR Remote, TCP/IP and serial RS232 control with individual push button control also available for switching between displays.
HDMI was developed with the intention of replacing DVI as the latter did not support audio. The HDMI splitters duplicate high definition video and digital audio from one source and display it on multiple units. HDMI integrates all video and sound signals onto a single cable avoiding the clutter created by other audio and video setups. These devices are dominating other digital standard interfaces since they connect one digital cable box or satellite receiver with HDMI out to a TV or DVD player in two different rooms. Home theatre enthusiasts find ample use for these units throughout their homes. In addition, hdmi splitter units also find their usage in various business settings such as, digital signage applications, classrooms, control rooms, conference rooms, shopping malls, information and broadcasting, remote monitoring & training facilities.
About the Author
Eris Dicosta is an expert writer who bring the relevant information on various theme through articles, press release and news world wide. Visit to know other video splitters such as dvi splitter and vga splitter.
Is my dish network box broken?
We have the DVR, 2 tuner box. Problems started with the check switch error message and the system would not connect. I finally replaced the separator (cable splitter) and all worked well until yesterday when the same problem occurred. So, when I connect the single main cable from the dish, it only works on tuner #2, no signal from #1. Is my box faulty?
We have the DVR, 2 tuner box. Problems started with the check switch error message and the system would not connect. I finally replaced the separator (cable splitter) and all worked well until yesterday when the same problem occurred. So, when I connect the single main cable from the dish, it only works on tuner #2, no signal from #1. Is my box faulty? Dish network wants to send a repair guy for $50. No help there...
did you replace the separator with a dish network separator or with a regular splitter? Regular splitters will not work.
Solution #1) Run a check switch. Menu - 6 -1 -1. Then chose "check switch", then "test" this may correct the issue.
Solution #2) Replace the small cable from the separator to the sat in #2 connection.
Solution #3) disconnect the power and all sat in connections, wait 1 minute plug in sat connections and then the power.
Solution #4) On the DISH see if you have an additional output post and move cable from one to the other. (at your own risk if it's on the roof)
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Volt Alternator
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Gm Asks Congress to Increase Alternative Fuel Research Fund
General Motors Corp. called on Congress to increase the fund allocated to support the automotive industry’s efforts to speed the implementation of advanced technologies. The call is anchored on discovering and promoting alternative fuel to wean the nation from dependence on foreign oil.
The call is also triggered by the need to improve efficiency of the vehicles. This need necessitates billions of dollars. This could also force the automaker to produce smaller and lighter cars or make hybrid counterparts of the production models. Eventually, GM is expected to drop some of its inefficient market segments and models.
Outside the Senate hearing room, GM showed them the Chevrolet Volt, a plug-in hybrid concept. Inside the hearing room, Beth Lowery, GM's vice president for energy and environment, told the Senate Energy and Natural Resources Committee that the government should fund a major effort to increase research and development in battery technology and to support manufacturing of advanced batteries. "Government funding should continue and expand development and demonstration of hydrogen and fuel cells," she added.
Advances in technology are pretty much needed in producing state-of-the-art batteries, brakes, suspension, cooling system, and other auto parts accessories to help boost efficiency and performance of the vehicles. Said advances are also critical in producing plug-in hybrids like the Chevrolet Volt and the Ford Hy-series hybrid Edge a reality.
The Chevrolet Volt, which was officially unveiled at the North American International Auto Show, is basically a hybrid but the automaker prefers to call it an electric vehicle with a “range extender” because of its eccentric design. The concept car is engineered to run on electricity from on-board batteries for short trips up to 40 miles. It uses a small internal combustion engine hooked to a generator to supply to the batteries.
The Ford Hy-series hybrid Edge features the expediency of plugging in your car with a zero-emissions hydrogen fuel cell. Gerhard Schmidt, Ford’s vice president of research and advanced engineering said, “We could take the fuel cell power system out and replace it with a downsized diesel, gasoline engine or any other powertrain connected to a small electric generator to make electricity like the fuel cell does now.”
Some automakers were saddened by the fact that a proposed $500 million over five years to speed research into advanced batteries was not contained in President Bush's State of the Union address. However, it may still form part of the president’s budget proposal. Automakers also complained about Bush’s proposed 4 per cent increase in fuel efficiency. They said it is "very aggressive" and noted that it is twice the increase that the president has implemented last March, when the administration reformed and increased corporate average fuel economy rules for light trucks, which includes SUVs.
The first proposal to increase fuel economy requirements by 4 per cent was issued in December. Bush acknowledged that his proposal is similar to the previous proposal. "Their plan and my plan are very -- have got commonalities, and we're going to work together to get Congress to enact a comprehensive plan. I believe there's an appetite in the halls of Congress to become less dependent on oil," Bush said. Last year, the 4 per cent figure was also proposed by U.S. Sen. Barack Obama of Illinois. The latter still wanted Congress to mandate such an annual increase.
Lowery also called on Congress to include "further incentives for advanced automotive technology so that these technologies may be adopted by consumers in large numbers. Consumer tax credits should be focused on technologies that have the greatest potential to actually reduce petroleum consumption." She also added the federal government should increase its purchase of advanced vehicles.
However, some federal representatives are not amenable to Lowery’s call. "There are many smart ways to reduce our dependence on foreign oil and curb the emissions of greenhouse gases. We don't have to kill auto jobs to save the polar bears or wean ourselves from Saudi oil," said Joe Knollenberg, U.S. Rep from R-Bloomfield Township.
About the Author
Anthony Fontanelle is a 35-year-old automotive buff who grew up in the Windy City. He does freelance work for an automotive magazine when he is not busy customizing cars in his shop.
Is there a way to test an alternator with a DVOM (digital volt ohm meter) to see if it's functioning properly?
I think my alternator on my 1986 Mercedes Benz 300E is bad, but I don't want to remove it and take it to an autoparts store to have it tested because it is in a difficult location to remove. How can I test it with a DVOM to see if it's working properly? What are the steps and what should the readings be? Thank you.
Wow, you all really do know your stuff. Thank you for all the great answers.
Yes, their certainly is. The alternator has to generate more voltage than the battery has at rest, in order to drive the reactions that charge the battery.
So test the battery first. That should be about 12.5 volts. When you start the engine, the voltage should jump up to about 13.5 at the battery itself. This is a good sign. If it's more, like 14 volts, that's okay too. If it's 15, it's too high.
You will not be able to tell how many amps the alternator will be putting out, but you can at least turn on the headlights, wipers, and the vent blower on full speed, and maybe get somebody to hit the brakes to get those lights on. If it can carry all that at idle and not drop below 12.5, it's doing a reasonable job of pulling those loads.
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