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dipulb3 · 4 years ago

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2021 Audi E-Tron Sportback first drive: Slipstream SUV serenity

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2021 Audi E-Tron Sportback first drive: Slipstream SUV serenity

Make no bones about it: Audi’s all-electric E-Tron SUV may have received high marks from professional auto reviewers and new owners alike, but it hasn’t moved the automaker’s sales needle in the US. In all of pre-pandemic 2019, the Audi sold fewer than 5,400 E-Trons here — less than an average month of Q5 sales. It’s amidst this frustrating backdrop that the 2021 Audi E-Tron Sportback model whirs into dealers, its racier slope-back roofline hoping to catch both eyes and sales.

Based on visuals alone, the E-Tron Sportback has undergone the now industry-standard four-door-coupification process more successfully than most luxury crossover SUVs — EV or not. From the windshield header forward, the Sportback looks the same as its more traditional two-box sibling and indeed, it has nearly the same height. However, owing to its dramatically plunging rearward greenhouse and frameless windows that clean up its roofline, the Sportback looks simultaneously lower and arguably more stylish, adding in a dash of athleticism. The Sportback isn’t just slipperier to the eye, it enjoys a 0.28 coefficient of drag, 0.02 better than its boxier relation.

Audi E-Tron Sportback First Edition is one slick electric SUV

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Range and charging specs are only part of the story

On the performance front, the Sportback is all but identical to the standard E-Tron, but a number of incremental improvements across both body styles increase appeal. Among the changes, Audi upped the available battery capacity slightly, increasing the customer-accessible portion of this 95.3-kilowatt-hour pack to 86.5 kWh — nearly 3 more than first-year E-Tron models. This translates to 218 miles of range and EPA estimates of 76 MPGe city, 78 highway and 77 combined. (The rest of the pack is held in reserve to preserve longevity.)

When it comes time to juice up, the Sportback supports Level 3 150-kW quick charging, which can jolt the battery from 0% to 80% in around 30 minutes. More common Level 2 chargers (like those most EV owners install) can replenish an entire pack in around 10.5 hours. Each E-Tron also comes with 1,000 kWh of complimentary charging through the Electrify America network.

Speaking of filling up, the Sportback is available with dual charge ports, one on each front fender. Especially for city dwellers who live in condos or apartments with tight access to charge points, this unusual bonus feature could be a major quality-of-life enhancer.

This Plasma Blue E-Tron Sportback First Edition is one of 200 coming to our shores.

Chris Paukert/Roadshow

To be clear, the Sportback’s aforementioned range figures are unremarkable — a base, Tesla Model X Long Range Plus has a 351-mile claimed range, but starting at around $80,000, it’s nearly $10,000 pricier than a 2021 E-Tron Sportback (more on pricing in a minute). Of course, while smaller than the Audi, the Model Y Performance comes in at 291 miles for far less money (around $60K) and there’s a slower, less-expensive Long Range spec with 316.

In my experience, however, with both this Sportback and with previous E-Tron testers, Audi EVs achieve their range estimates with relative ease, almost regardless of driving behavior or ambient conditions. Conversely, Tesla’s stated ranges usually feel like best-case scenarios. As with all things, your mileage may vary, but the real-world range gulf between these rivals is likely far smaller for most drivers than these vehicles’ window stickers would suggest.

Performance beyond the numbers

I start with these performance comparisons if only to get them out of the way. For better or worse, it seems impossible to review a new premium EV of any stripe without acknowledging how they numerically stack up to offerings from Elon and Friends. That said, I’m likewise here to propose an alternate view, which I think delivers a fuller picture of luxury electric life in general, and this E-Tron Sportback specifically.

You’ve likely found that all EV reviews from the humble Nissan Leaf to the Porsche Taycan wax rhapsodic about the instant torque and silent running inherent in battery-powered vehicles. Especially for those coming out of a convention internal-combustion-engined (ICE) model, that’s certainly a valid first impression and it’s absolutely the case with this E-Tron Sportback. And while that notion speaks to the innate serenity of electric power, this Audi takes that sense of wellbeing to a higher level, both in the way this SUV goes down the road and the way its cabin and tech make you feel.

As is typical for EVs, there’s not much to look at under the hood. Lift that plastic lid and you’ll find the charge cord.

Chris Paukert/Roadshow

The Sportback’s two-motor powertrain routes 355 horsepower and 414 pound-feet of torque to all four wheels by default, rising to a temporary 402 hp and 490 lb-ft in Boost Mode. The latter setting is enough to whoosh this 5,750-pound softroader to 60 mph in a drama-free 5.5 seconds. That’s reasonably quick, but again, not headline- or Instagram-worthy stuff by today’s EV standards. What makes the Sportback impressive is the utterly placid manner in which this performance is conjured. Yes, it’s quiet. Yes, it’s linear. And yes, it feels endlessly repeatable without apparent degradation in performance during hard driving.

While it feels uncharacteristically new-age-ish (and somewhat nebulous) of me to say, the tactile quality of the E-Tron’s cabin materials and the precision of their assembly contributes to that aura of slipstream serenity. There’s no doubt about it, the fit and finish of the E-Tron Sportback’s interior is worlds more luxurious and of noticeably higher quality than something like the Jaguar I-Pace, let alone anything Tesla has ever made. The last new Tesla Models X and Y that I drove dazzled with their accelerative urgency, but their high-performance spells were momentary broken by surprising amounts of wind noise and the occasional mysterious creak or graunch from beyond the firewall and rear hatch area. By comparison, even with frameless windows, the Sportback is one of the quietest vehicles I have ever driven.

The E-Tron’s other performance attributes are tuned harmoniously, too. The standard adaptive air suspension is remarkably compliant over greater Detroit’s indifferently maintained roads, even riding atop this example’s upsized 21-inch tires. With the Drive Select controller set to its firmest detent, the E-Tron’s ride is more than livable and cornering attitude is flat, doubtlessly aided by the weighty battery pack slung low in the chassis. I prefer keeping the steering set to Sport for a heftier feel when charging down a winding road, but no matter the setting, the steering is precise but numb.

Like other modern Audi models, the E-Tron Sportback feels tech rich and very well assembled.

Chris Paukert/Roadshow

A word on omissions and creeps

A note about the braking: Audi worked particularly diligently to blend the EV powertrain’s regenerative braking with traditional friction binders and the results do nothing to erode the Sportback’s air of overall effortlessness. Unlike some EVs, they’re easy to modulate thanks to consistent feel.

However, there’s one key thing the brakes don’t do nearly as well as many other EVs: one-pedal driving. While Audi worked in a user-selectable setting with stronger regenerative braking than early E-Trons, it’s not close to being enough to enable one-pedal driving. According to company officials, Audi engineers deliberately chose to limit lift-off regen in the name of maximum efficiency. Admirable as that may be, lots of EV drivers tell Roadshow they quickly fall in love with single-pedal driving and not offering a driver-selectable setting to accommodate this popular customer preference feels like more than a minor exclusion — it feels both shortsighted and needlessly overbearing.

Similarly, it’s also odd that Audi’s coders haven’t made a forward-creep setting available. Manual-transmission cars aside, nearly every modern vehicle rolls forward slowly from a stop when the brake pedal is released, as when pulling away from a stop sign or inching forward in a left-hand turn lane. Not the E-Tron. You have to nudge the accelerator. You get used to this, of course, but if the goal is to make transitioning from a traditional ICE model as easy as possible, this is an omission.

The E-Tron comes with standard 360-degree, top-down camera coverage for easy parking.

Chris Paukert/Roadshow

Interior and infotainment tech

The cabin certainly feels a bit more intimate and racier, but that’s mostly when looking in the rearview mirror or if you’re seated in the second row. TL;DR: Plenty of leg, knee and toe room, but headroom is a bit tight for those over 5 feet, 9 inches and the windows don’t roll down very far.

As far as cargo volume goes, it’s largely unaffected by the coupification process. The Sportback offers 27.2 cubic feet of space behind the rear seats, or 54.5 with them folded (decreases of 1.3 and 2.0 versus the standard E-Tron, respectively).

Beyond that, the Sportback’s insides are pure modern Audi, which is to say impeccably assembled, tastefully decorated and rocking an impressive tech hand. Thanks to a trio of large displays, one for the Virtual Cockpit gauge cluster and two for the touchscreen MMI infotainment system, when the power is off, the E-Tron Sportback’s cabin look is almost eerily minimalist, particularly when rendered in darker colors like this one. That doesn’t mean it’s boring inside, though. By comparison, the Model Y’s pared-back dashboard and single display may nail the minimalist yoga-studio-on-wheels aesthetic, but thanks to its significantly cheaper materials and occasionally frustrating controls, Fremont’s finest doesn’t deliver the same sense of serenity and solidity as the Sportback.

You take the Tesla. Namaste in this Audi, friend.

Second-row space is quite good, though those taller than 5 feet, 9 inches may want to slouch a little.

Chris Paukert/Roadshow

E-Tron Sportback model years and pricing

Earlier, I mentioned that the E-Tron Sportback sits between the Tesla Model Y and X in price and indeed, it does. That said, further explanation is necessary. Due to COVID-19-related production and shipping hiccups, both 2020 and 2021 model-year Sportbacks are trickling into dealers more or less simultaneously and unlike Team Elon, all E-Trons remain eligible for the full $7,500 federal tax credit.

A very short 2020 model-year run consists of two models: A midrange Premium Plus spec that include features like adaptive cruise control, 360-degree camera suite and 16-speaker Bang and Olufsen 3D audio for $78,445 (including $1,045 for delivery). The other choice is an all-boxes-checked 2020 Edition One like the example seen in these images. It adds the Prestige Package, which includes features like the aforementioned twin charge ports, head-up display, massaging contour front seats, full leather (including dash, armrests and center console) and even an air ionizer/fragrance dispenser. Just 200 Edition One models will be sold in the US and you’ll be able to spot them on the street by their special Plasma Blue metallic paint and the 21-inch bi-color wheels shrouding orange brake calipers. Price? A heady $89,540 with destination.

Interestingly, for the 2021 model year, Audi significantly retooled the E-Tron Sportback’s model line, enabling a much lower starting price. A new entry-level Premium trim starts at $70,145 delivered and it’s rather well equipped, including standard features like four-zone climate control and 20-inch alloys. Mid-trim Premium Plus models add ventilated 12-way power seats, matrix LED headlamps, B&O audio, wireless charging and a driver-assistance package, among other features for $79,045 delivered. Go whole hog on a Prestige to net nearly all of the features from the Edition One and you’re looking at $83,345 in your driveway before any federal, state and local tax incentives.

Modestly slicker than its more upright E-Tron sibling, Audi is hoping this Sportback can jumpstart their EV sales.

Chris Paukert/Roadshow

It’s worth noting that a base Sportback is $3,700 more expensive than a regular E-Tron, a strategy that’s in-line with the industry’s “four-door coupe” SUV pricing trend: Same vehicle + different style – usable space = more money. While this value calculus perplexes your author, consumers have been supporting this type of math since the 2008 BMW X6, so more power — and profits — to ’em.

Overall, the new E-Tron Sportback combines impressive luxury with a fluid, unflappable feel. What this SUV doesn’t really muster, however, is an experience that’s materially much different than the standard E-Tron. The idea that the Sportback is sportier is largely an illusion and it would’ve been interesting to see what might’ve resulted had Audi elected to give this model its own driving character. Regardless, if you’re looking for luxury, quality and serenity now, the E-Tron Sportback delivers like few vehicles — electric or otherwise.

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5millionfriends · 8 years ago

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itsworn · 6 years ago

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We Rebuild a Junkyard Transmission to Hold Nearly 1,000 hp

Cheap turbo + junkyard LS = big power. The formula has been proven multiple times. However, significant power won’t last long with a junkyard transmission. Thanks to the aftermarket, there are several cheap alternatives to an all-out drag transmission. We rebuilt a junkyard 4L80E to handle 1,000 hp—for $1,000.

The plan was simple: Take a 2003 4L80E and rebuild it, upgrading the common failure points. Parts include a McLeod performance rebuild master kit (PN# 88075K, $618.75); Bowler Transmissions 300M hardened input shaft (PN# TCS HP-4L80E-35, $310); and Sonnax Smart-Tech overrun clutch valve kit (PN# 34200-40K, $118.53). We spent $1,047.28, not including transmission and labor.

OEM Rating

Traditional automatic transmissions, such as the TH350, TH400, and 700R4, generally max out at less than 400 lb-ft. GM strengthened them through their respective generations. In 1982, the TH350 gained a Fourth gear and became the 700R4. In 1990, it became the 4L60E, which incorporated updated technology that improved strength. The same applied to the TH400 which, with the addition of an Overdrive gear, became the 4L80E in 1991. The 4L80E evolved to include more upgrades, including a stronger Overdrive sprag and hardened input shaft around 1997. The even stronger 4L85E, introduced in 2002, is rated for vehicles as heavy as 16,500 pounds.

Today, if you’re building an LS drivetrain with an OEM computer or trans controller, it’s likely backed by a 4L60E or 4L80E. The 4L60E is far more abundant in the junkyard and therefore cheaper. A local transmission shop will rebuild a 4L60E for around $900 to $1,200 and a 4L80E for $1,300 to $1,800, with used units going for about $400 and $600 to $1,000, respectively.

Many forums will tell you the numbers in the name refer to torque rating, but that’s only partially true. The “6” and “8” refer to the torque capacity based on Gross Vehicle Weight (GVW), so the 4L60E is rated to handle a 6,000-pound GVW, and the 4L80E 8,000 pounds. That’ll help when finding the right donor vehicle.

The 4L60E is rated to hold 360 lb-ft, and the 4L80E is good for 440 lb-ft engine torque and up to 885 lb-ft of output torque. Bowler Transmissions believes that an accurate torque rating of a 4L80E’s internals, on a prepped track with grip, is around 550 lb-ft, but that’s with a Sonnax Smart-Tech overrun clutch valve kit. Companies that manufacture drivetrain components (such as transmissions, rear-end housings, and lockers) are often dodgy about setting firm torque-capacity ratings, as many factors contribute to breakage. “We pride ourselves on providing ratings based on a tire hooking up. That’s the biggest determination,” said Mark Bowler, owner of Bowler Transmissions. “An 800hp car with 8-inch-wide street tires, that’s never going to break anything.”

The Components

The McLeod performance kit is suitable for 1,000 lb-ft, and McLeod claims this is the only kit of its kind, a complete master kit with name-brand gaskets and performance discs. The package includes OEM-quality National Oil seals, Farpak gaskets, Teflon-coated rings that produce a tighter seal, and a brass filter that makes for better flow and filtration.

We opted for the upgraded Kolene steel clutch discs for their added performance; it retails for $618.75. The same kit with standard steel replacement discs retails for $493.75.

Kolene is a treatment applied to the steel clutch packs that increases holding capacity as much as 10 percent. “But more importantly, it helps prevent warping in high-stress and high-heat applications,” said Brian Gwin, of McLeod Racing Domestic Sales.

Both kits include Stage 1 Raybestos friction pads, which McLeod says have greater holding capacity, improved durability, and less wear than other red performance plates on the market. “The higher coefficient of friction is ideal for high-output engines,” said Gwin. The plates are simple drop-ins, and they’re the most significant performance improvement in the kit. The clutches will produce a smoother engagement, cut down on operating temperatures, and enhance shift feel.

The Bowler Transmissions 300M hardened shaft is good for 1,000 ft-lb and is included in all of Bowler’s performance transmissions (Stage 2 and up). Finally, the Sonnax Smart-Tech overrun clutch valve kit engages the overrun clutch at all times except in Overdrive (4th gear), reducing the chance of an Overdrive-sprag failure.

Our Build

Our 4L80E came from a friend who couldn’t guarantee its condition. We picked it up for less than core charge at $200. We visited local hot rod builder John Young of Winston-Salem, North Carolina, with our parts in hand.

The McLeod kit includes an intermediate-reverse band, but not a low-reverse band. Whether or not this is a common replacement item is debatable. Ours was peeling, a possible result from accidently washing it. We sourced a remanufactured band from a local transmission shop for $35.

Monster Transmissions also offers a rebuild kit that consists of more hard parts, such as solenoids, a shift improver kit, a manifold switch, a harness, and sprags. It retails for around $880 to $1,050, depending on the size of kit and year range.

Today, there are tons of options in the aftermarket to bump up power ratings on drivetrain components. Here’s the quick rundown of our rebuild.

Brand Item Part Number Price Sonnax Smart-Tech Overrun Clutch Valve Kit PN# 34200-40K Price: $118.53 McLeod Performance Automatic Transmission Rebuild Kit PN# 88075K Price: $618.75 Bowler Transmissions 300M Hardened Input Shaft PN# TCS HP-4L80E-35 Price: $310 Total $1047.28

The 4L80E came from a 2001 Chevrolet 2500-series van. The yellow metal tag states the model year and chassis. Before arriving at John Young’s garage, we disassembled the main components, leaving planetary gears intact, and used a friend’s spray-wash cabinet to clean the parts.

We started by removing the pan, filter, and valve body. It’s a relatively simple process, but it’s extremely important to keep track of all the little pieces. You’ll need one T40 torx bit and a skinny 12-point 10 mm. The center support bolt underneath the valve body, endures some abuse as it keeps the center support from spinning. The McLeod kit features a new replacement bolt.

Our kit included the Stage-1 Raybestos Performance friction plates with the upgraded Kolene steel plates. You don’t always need to replace steel clutch plates in a standard rebuild, but our new Kolene plates resist wear and fatigue between 200 to 500 percent better than stock. They have increased lubrication and feature improved heat retention, too.

Our original clutches (pictured right) are in such good condition that we may reuse them in a future stock rebuild. Still, the improvements from our new Raybestos plates are obvious. The OEM frictions friction plates are smooth to increase surface area, but that doesn’t do much for fluid travel and heat dissipation in a performance application. Our friction plates are grooved and textured for those reasons. The material and design compensate for that lack of surface area by providing a higher coefficient of friction.

John disassembled most everything but left the planetary gears intact. We checked for side play. Luckily, all were tight and didn’t require rebuilding. This is a four-pinion set, and a possible upgrade is a GM five-pinion, which spreads the torque load over a greater area. Bowler Transmissions upgrades to five-pinion (featured in a stock 4L85E) in their performance transmissions.

Steel clutch plates beat against the edges of the Fourth gear clutch housing/basket and cause slight ridges. We knocked down the high spots lightly with a file.

We coated all of our clutches in Redline Oil ATF before assembly. In previous transmission builds, we’ve assembled them dry. Which is the correct procedure? We asked Mark Bowler. “You ask ten transmission builders how to do something, you’ll get ten answers,” he says. Despite this, Bowler suggested you find a trustworthy transmission shop and research what questions to ask before arriving.

Here are some of the weak points in a standard 4L80E. The OEM input shaft is a commonly talked-about failure, as it produces carnage when it breaks. Based on Bowler’s 4L80E testing, the Overdrive sprag (the blue and black plastic ring, pictured right) is good up to 550 lb-ft and the stock input shaft, 600 lb-ft. The standard four-gear planetary is often upgraded to the five-gear unit used on the 4L85E.

The changes in diameter on the OEM shaft create weak points. Bowler’s 300M hardened input shaft features new ridges to spread the load more evenly. These are good for 1,000 lb-ft and are included in all of Bowler’s performance transmissions.

After carefully cleaning off the gasket material on the metal gasket, we took a file and lightly knocked down any ridges or marks. It’s important not to bend this gasket.

The valves in the valve body move under pressure. We did a simple visual check of the valves’ movements with an air gun.

The right way to check the valves’ movements is with a vacuum test, similar to a leak-down test on an engine. Pictured here is a vacuum tester at Bowler Transmissions, where they build four levels of transmissions varying from a stock 550 lb-ft rating to 1,000 lb-ft. Bowler believes the most overlooked way to improve transmission life is a well-serviced valve body. They typically ream and resize all the valves.

GM updated the Overdrive sprag in 1997, pictured left. Bowler upgrades all of their 4L80Es with the early, 1991—1995 sprag, pictured right.

We finished the build with a new brass filter, designed to clean better than a stock replacement. We’ll have to wait to see how it shifts, feels, and launches, but we have the option to go back and install a shift kit without removing the transmission.

Here is is the Sonnax Smart-Tech overrun clutch valve kit. It’s a hydraulic solution to a mechanical problem. The valve manifold (shown), reroutes hydraulic fluid pressure, keeping the overrun clutch applied at all times except in Fourth gear, reinforcing the roller clutch to support heavy loads adequately. You don’t have to remove the transmission to install it.

The post We Rebuild a Junkyard Transmission to Hold Nearly 1,000 hp appeared first on Hot Rod Network.

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sparcoatspolymers-blog · 7 years ago

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prestotesting · 1 year ago

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prestotesting · 1 year ago

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prestotesting · 2 years ago

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prestotesting · 2 years ago

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prestotesting · 2 years ago

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Presto’s coefficient of friction tester is mostly used to evaluate the coefficient of starting and sliding friction of plastic sheets, papers, films, and pipes. It measures the kinetic and static friction of the test specimen when it slides over substance in a specified test situation. The test is done to evaluate the stackability of plastic sheets and films. These test procedures help plastic manufacturers to avoid accidents due to resistance in loading, packaging, and transporting materials. The uneven sheet thickness could result in enhanced friction, which leads to uneven strength. A cof tester methodology replicates the degree of mistreatment a plastic film can successfully endure without affecting the contents. It is a very simple and easy to use instrument designed specially to authenticate the friction that subsists between two surfaces duly covered by the plastic material. In many types of plastic films, slip properties are generated by default due to additives. You can get the best coefficient of friction tester price at presto in 2023.

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prestotesting · 2 years ago

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Get best quality coefficient of friction tester in India

The coefficient of friction tester used in the manufacturing industry will help you determine the surface properties of materials like plastic or flexible films, sheets, etc. This testing instrument will also measure the static as well as kinetic friction of the materials with ease. A coefficient of static friction test can be conducted under specified load testing conditions that will help you to measure static as well as kinetic friction of plastic films. Presto offers high-quality and standardized lab testing instruments that can be widely used in the packaging industry as well to determine the coefficient of friction value of materials like plastic films, paper, etc. To know more about COF tester price, or want to conduct a FREE sample testing session, then give us a call at +91 9210903903 or email them at [email protected]. You will get instant information about your queries.

#coefficient of friction tester #coefficient of static friction

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prestotesting · 2 years ago

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The coefficient of friction tester used in the manufacturing industry will help you determine the surface properties of materials like plastic or flexible films, sheets, etc. This testing instrument will also measure the static as well as kinetic friction of the materials with ease. Coefficient of friction test can be conducted under specified load testing conditions that will help you to measure static as well as kinetic friction of plastic films. Presto offers high-quality and standardized lab testing instrument can be widely used in the packaging industry as well to determine the coefficient of static friction value of materials like plastic films, paper, etc. To know more about COF tester price, or want to conduct a FREE sample testing session, then give a call at +91 9210903903 or email them at [email protected]. You will get instant information about your queries.

#coefficient of friction tester #coefficient of friction #coefficient of static friction

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prestotesting · 2 years ago

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What is the coefficient of friction and how to measure it?

The coefficient of friction is a major attribute of packaging products. It helps to determine the amount of friction provided to the material to measure the changes that occur in the state of motion. By measuring the coefficient of friction, we can help to optimize the packaging process and ensure that products are protected from damage during transport. In addition, the coefficient of friction can help us to understand how different materials interact with one another, which is essential for designing effective packaging solutions. Thus, we at Presto have come up with one of the effective lab testing instruments known as the coefficient of friction tester.

This quality lab test will be done in order to evaluate the stackability of plastic sheets and thermoplastic films. By understanding the coefficient of friction, you can make sure that products arrive at their destination safely and in pristine condition. Here in this blog, we are going to provide you the information about the co-efficient of friction and how this lab testing instrument is helpful in measuring the friction for plastic films. So, let us get started!

Introduction about Presto co-efficient of friction tester

Friction is considered to be the resistive force that will prevent the objects from sliding freely against each other. The friction tester is a lab testing instrument that is useful in evaluating the frictional properties of materials like thermoplastic films, laminates, etc. Presto is a leader of manufacturing quality lab testing instruments and provides you with high-quality testing equipment at the best and most affordable prices.

One of the highly used lab testing equipment used in the paper and packaging industry is the co-efficient of friction tester. This quality lab testing instrument is used to evaluate the sliding friction of plastic sheets, papers, films, and pipes. A lower friction coefficient indicates that the surfaces are slicker which means there is less resistance to the sliding motion. The coefficient of Friction values is related to the slip properties of films.

The Presto COF tester will help you to determine the exact COF properties of packaging materials with ease. It comes with a microprocessor-based display for showing accurate testing results. You can easily view the dynamic and kinetic friction of the materials and its memory can hold up to 9 test readings. Besides this, it has been embedded with other high-quality features as well. We have mentioned them below.

Features of Presto co-efficient of friction tester

The Presto coefficient of friction tester is one of the high-quality lab testing instrument providers that can measure the stackability of plastic films and ensure the slip properties of the materials. This testing machine will help professionals to study the surface properties of materials with ease.

Below we have listed the features of the Presto co-efficient of friction tester: