#camshaft machining Center

[taevisionceo]

🦾 A010 - Robot FANUC R-2000iB Camshaft Machining Center automotive appl engineparts machining TranTek's Courtesy Robotics RTU Transfer Unit - linear motion track ▸ TAEVision Engineering on Pinterest

Data A010 - Jul 23, 2023

[wetsteve3]

Comprehensive restoration Green with Gold pinstriping Engine makes 13 HP at 3,800 RPM and weighs 130 kg

Exposed flywheel Dell'Orto carburetor Bosch ignition Lucas acetylene headlamp Frame no. 2793 Engine no. 2591 Sold on a Bill of Sale Purchases by a Nevada resident or Nevada dealer are on a Bill of Sale for display purposes only Not for highway or public road use

This 1927 Moto Guzzi Sport 13 is a fantastic, historic Italian sports machine. The Sport series was the only model Moto Guzzi produced between 1923 and ‘28, and it was well regarded for its good performance, beautiful lines and excellent build quality. The Sport 13 has a 500cc, 82x88mm motor that produces 13 HP at a leisurely 3,800 RPM. Everyone loves the external flywheel motor (the “bacon slicer”) of this horizontal IOE (F-head) single; the external flywheel meant a very narrow crankcase was possible, which made for an extremely robust crankshaft that was free of flex.

Moto Guzzi engines were always unit-construction, with the gearbox housed in the crankcases and a geared primary drive, which was very advanced for the day. The Sport 13 has a strong twin-tube frame, a very low center of gravity, and thus excellent handling and lively performance with a 286-pound weight and 60 MPH top speed. The Sport 13 follows the original 1921 Moto Guzzi design, although the prototype had an overhead camshaft. The F-head was much easier to produce, so from 1921-23, the Normale was the sole model of the range. The Sport 13 was painted a beautiful green with gold and black pinstriping until its final year, 1928, when it was painted red. The Sport 13 used a Dellorto carburetor and Bosch magneto ignition. This machine was originally ordered without electric lights, and as such, carries a Lucas acetylene headlamp. Total production of the Sport 13 was 4,107 machines.

This 1927 Moto Guzzi Sport 13 is a very rare, beautifully restored, early Italian machine. It was a harbinger of the future of the Italian motorcycle industry, which always combined elegant lines with advanced engineering and great performance on the road. This Guzzi is a real stunner.

[barrykrichmond]

Harley Sportster Nightster: A Modern Classic Reimagined

The Harley-Davidson Sportster Nightster has long been a symbol of raw power, rebellious spirit, and timeless design. As one of the most iconic models in the Harley-Davidson lineup, the Nightster combines the essence of old-school Americana with contemporary engineering to deliver a ride that resonates with both seasoned bikers and a new generation of motorcycle enthusiasts.

A Legacy of Performance

The Sportster line has been a cornerstone of Harley-Davidson’s offerings since its introduction in 1957. Originally designed as a lightweight, high-performance alternative to the heavier cruisers of the time, the Sportster quickly garnered a reputation for its agility and speed.

The Nightster, first introduced in 2007, took the Sportster's legacy and infused it with a dark, minimalist aesthetic that appealed to those looking for a motorcycle that was as much a statement of style as it was a machine built for the open road.

Design That Speaks Volumes

One of the defining features of the Harley Sportster Nightster is its stripped-down, blacked-out design. The Nightster embodies the “less is more” philosophy, with a minimalist approach that emphasizes the bike’s essential elements.

The low-slung profile, combined with the solo seat and chopped fenders, gives the Nightster an aggressive stance that is both intimidating and alluring.

The dark, matte finishes on the engine, exhaust, and other components create a cohesive look that exudes an understated confidence.

The Nightster’s design isn’t about flashy chrome or bright colors; it’s about a quiet power that draws attention without demanding it. For riders who prefer a stealthy, no-nonsense look, the Nightster is the perfect choice.

Power and Performance

Underneath its brooding exterior, the Sportster Nightster is powered by Harley-Davidson’s Revolution Max 975T engine, a liquid-cooled, 60-degree V-twin that delivers a punchy performance.

This engine is a departure from the traditional air-cooled engines that have been a hallmark of the Sportster line, offering smoother power delivery, increased reliability, and better heat management.

The Revolution Max 975T engine produces a healthy 90 horsepower and 70 lb-ft of torque, ensuring that the Nightster has the muscle to back up its tough looks. The engine’s dual overhead camshafts and variable valve timing contribute to a broad powerband, making the bike equally at home on city streets as it is on winding country roads.

Riding Experience

The Harley Sportster Nightster isn’t just about looking cool; it’s about delivering a riding experience that is both thrilling and comfortable.

The bike’s lightweight chassis and low center of gravity make it surprisingly nimble, while the mid-mount foot controls and low-rise handlebar offer a balanced riding position that suits a variety of riders.

Harley-Davidson has equipped the Nightster with modern technology that enhances the riding experience without detracting from the bike’s classic feel.

Features like selectable ride modes, traction control, and ABS provide added safety and versatility, while the LED lighting and digital instrumentation bring the Nightster firmly into the 21st century.

Customization Potential

One of the joys of owning a Harley-Davidson is the ability to make it your own. The Sportster Nightster is no exception, with a wide range of aftermarket parts and accessories available to customize the bike to suit individual tastes.

Whether you’re looking to add some chrome accents, upgrade the suspension, or install a louder exhaust, the Nightster serves as a blank canvas for personalization.

Conclusion

The Harley Sportster Nightster is a bike that perfectly blends the past and the present. It pays homage to the classic Sportster models that have come before it while embracing modern technology and design trends.

For riders who want a motorcycle that offers a unique combination of style, performance, and customization potential, the Nightster is a compelling choice.

[ishikasolitaire]

Understanding Sprockets: The Unsung Heroes of Mechanical Systems

Understanding Sprockets: The Unsung Heroes of Mechanical Systems

Sprockets are fundamental components in many mechanical systems, serving as the pivotal link in chains and gears that drive everything from bicycles to industrial machinery. Despite their crucial role, sprockets often don't get the attention they deserve. This article explores what sprockets are, how they function, and their applications across various industries.

What Are Sprockets?

Sprockets are wheels with teeth that engage with a chain or a track. Unlike gears, which mesh directly with each other, sprockets work in conjunction with chains or belts to transmit rotational motion and torque between shafts. Their design can vary significantly based on their application, but the core principle remains the same: to convert rotational motion into linear movement or vice versa.

How Do Sprockets Work?

Sprockets function by gripping the links of a chain or belt and turning them. As the sprocket turns, it pulls the chain along, which in turn drives other components of the machine. The key to effective sprocket operation is the precise alignment of the sprocket teeth with the chain links, ensuring smooth and efficient power transmission.

There are a few essential factors to consider in sprocket design:

Number of Teeth: The number of teeth on a sprocket affects the gear ratio, which determines the speed and torque of the system. More teeth generally mean higher torque and lower speed, while fewer teeth result in higher speed and lower torque.

Pitch: This is the distance between the centers of two adjacent teeth. It must match the pitch of the chain or belt to ensure proper engagement and prevent slippage.

Material: Sprockets are made from various materials, including steel, aluminum, and plastic. The choice of material depends on factors such as load, speed, and environmental conditions.

Size and Design: The size and design of sprockets vary depending on their specific application. They can be simple single-tooth designs or complex multi-tooth configurations.

Applications of Sprockets

Sprockets are versatile and find applications in numerous fields:

Bicycles: In bicycles, sprockets (often referred to as cogs) are part of the drivetrain system. They work with the chain to transfer pedal power to the wheels. Different sizes of sprockets on the front and rear allow for gear changes that affect speed and climbing ability.

Industrial Machinery: In industrial settings, sprockets are used in conveyor systems, where they drive chains that move materials along a production line. Their robust design ensures reliable performance under heavy loads and harsh conditions.

Automotive Applications: Sprockets are integral to the timing mechanisms in internal combustion engines. They synchronize the camshaft and crankshaft to ensure that the engine’s valves open and close at the right times.

Agricultural Equipment: In agriculture, sprockets drive various machinery such as harvesters and tillers. Their durability and efficiency are crucial for the demanding conditions of farm work.

Entertainment and Leisure: Sprockets also appear in amusement park rides and other recreational equipment, where they contribute to the smooth operation of moving parts.

Maintenance and Troubleshooting

Proper maintenance of sprockets is essential for ensuring the longevity and efficiency of mechanical systems. Key maintenance tasks include:

Regular Inspection: Check for wear and tear, such as tooth degradation or chain slack.

Proper Lubrication: Lubricate the chain and sprocket to reduce friction and prevent rust.

Alignment Checks: Ensure that sprockets are correctly aligned to avoid uneven wear and potential damage.

Common issues with sprockets include chain slippage, excessive noise, and premature wear. Addressing these problems often involves adjusting the chain tension, replacing worn sprockets, or realigning the sprockets and chain.

Conclusion

Sprockets may not be the flashiest components in machinery, but their role in translating rotational motion into useful work cannot be overstated. Understanding their function, design, and maintenance is crucial for anyone involved in mechanical systems. From bicycles to industrial equipment, sprockets are the unsung heroes that keep our world moving smoothly.

Whether you're a hobbyist or a professional engineer, appreciating the intricacies of sprockets can lead to better maintenance practices, improved performance, and a deeper understanding of mechanical systems.

[widmakenametal]

The Versatility of CNC Grinding Machines

In the fast-paced world of manufacturing, two crucial factors stand out as the keys to success: precision and efficiency. Enter CNC machines, the unsung heroes that have transformed the manufacturing landscape. Among them, CNC grinding machines take center stage, serving as indispensable tools that shape industries in remarkable ways. In this article, we'll delve into the versatile world of CNC grinding machines and their profound impact on various sectors.

Unveiling the Essence of CNC Grinding Machines

Before we embark on the journey to explore the multifaceted nature of CNC grinding machines, let's take a moment to grasp what they truly are. CNC grinding machine is not your average tools; they are automated marvels designed for the precise grinding and shaping of materials. Equipped with computer-controlled systems, they possess the remarkable capability to execute intricate grinding tasks with unparalleled accuracy.

Precision Redefined in Every Dimension

Picture this: CNC grinding machines, the masters of precision, redefine the very meaning of accuracy. Whether it's the grinding of metal components for aerospace applications or the creation of intricate parts for medical devices, these machines accomplish tolerances that were once deemed unattainable. The precision they offer is a guarantee that each part they produce meets the most stringent quality standards, ensuring excellence in every dimension.

Versatility Across Myriad Industries

Driving the Automotive Industry

In the realm of the automotive industry, precision takes the driver's seat. CNC grinding machine plays an irreplaceable role in crafting components like crankshafts, camshafts, and gears. Their unwavering precision ensures a perfect fit, ultimately leading to smoother engine performance and enhanced fuel efficiency.

Soaring Heights in the Aerospace Industry

The aerospace industry soars to new heights, demanding components characterized by unwavering precision and durability. CNC grinding machines like gundrilling machine enter the scene to craft critical elements such as turbine blades and landing gear parts. Their ability to grind complex shapes and materials makes them indispensable in the intricate world of aerospace manufacturing.

Lifesaving Precision in Medical Device Manufacturing

Medical devices demand nothing short of perfection, especially when it comes to their intricate components. CNC grinding machines step in as the heroes behind surgical instruments, orthopedic implants, and dental prosthetics. Their unmatched accuracy and repeatability contribute significantly to the overall quality and safety of medical devices.

Precision-Crafted Moulds and Dies in Tool and Die Making

In the tool and die making industry, the spotlight shines on CNC grinding machines as they create moulds and dies with unparalleled precision. These moulds and dies serve as the backbone for manufacturing a wide array of products, from plastic components to metal parts, ensuring flawless quality.

Cost-Effective Production - A Game Changer

CNC grinding machines not only excel in precision but also redefine the economics of production. By automating the grinding process, manufacturers experience a reduction in labor costs and minimal material wastage. The ability to consistently produce high-quality components leads to fewer defects and rework, ultimately resulting in substantial savings in production costs.

The Future of Manufacturing

In conclusion, the world of manufacturing owes much of its success to the remarkable versatility and significance of CNC grinding machines. Their unparalleled precision, coupled with cost-effective production, positions them as invaluable assets for manufacturers worldwide. Companies like WIDMA continue to be pioneers in this field, ensuring that CNC grinding machines and their companions like steering machines, such as the steering machine, remain at the forefront of modern manufacturing.

As industries evolve, demanding ever higher levels of precision, CNC grinding machines will undoubtedly continue to play a pivotal role in shaping the future of manufacturing. The next time you encounter a perfectly crafted automotive part or a precision-engineered medical device, take a moment to appreciate the silent but essential role played by CNC grinding machines in their creation.

[fantic-caballero-tips]

My Review of the Caballero

I find this motorcycle truly exceptional, as it possesses some rare qualities and a set of flaws, fortunately all of which are easily rectifiable.

What I particularly appreciate:

Simplicity and Agility: It combines the lightness of a 125cc motorcycle with the power of a 500cc. There's hardly any electronics onboard, just fuel injection, mandatory ABS, and a starter. The absence of excessive power to manage is truly enjoyable, offering a straightforward and carefree riding experience with sufficient horsepower.

General Design: The overall aesthetics of the motorcycle are appealing, and some parts, such as the machined side plates, fork yokes, and hubs, are simply gorgeous.

Gromono Character: Unlike competitors like the KTM 390 or Suzuki 400DR-Z, which offer similar performance, the Caballero stands out due to its extra cubic centimeters and a "Big Single" engine personality that I appreciate (although not as powerful as a KTM 640). It's closer to a 500XT (with better brakes and more horsepower).

Engine Performance: It's excellent, and I have no frustrations for urban or suburban solo riding. This was a concern before purchase (without a test ride), but the torque and power curve are perfectly suited. The gearbox's ratios and shifting are also well-matched to my usage.

Original Exhaust Sound: It's lively and makes noise but not excessively so. With the expensive racing exhaust system, it becomes downright captivating. It's a true pleasure to ride a motorcycle that hasn't been overly muffled or made excessively loud.

What I don't appreciate as much:

Low-Speed Engine Behavior: When riding at 30/40 km/h with minimal throttle input, the engine exhibits a lot of jerks. It appears that combustion is suboptimal, possibly due to the cylinder head architecture with its camshaft and four valves actuated by pushrods, causing the spark plug to be in a corner of the cylinder and thus not centered. Fortunately, by slightly adjusting the mixture and adding a heavier flywheel from Fantic's catalog, the issue becomes quite manageable.

Left Handlebar Switchgear: It might seem minor, but it's really annoying, especially the turn signal switch that resembles a bedside lamp switch and the hard-to-reach horn button. I replaced it with a standard switchgear, which solved the problem.

Original Exhaust Manifold: It has an unattractive shape, likely to accommodate a pre-catalytic converter. Thankfully, there's a superb racing exhaust system available, albeit a bit expensive.

Ugly White Plastic Coolant Reservoir: It's highly visible at the front of the motorcycle. Fortunately, a coat of black paint makes it much less conspicuous.

Some Grey Plastics: They look fine from a distance but appear cheap up close. Fortunately, there are genuine carbon replacement parts available to address this.

[jhy-autoparts-manufacturer]

JHY Company Introduction

Company Profile: Yuhuan Huayang Machinery Co., Ltd. was established in 2001, with headquarters in Yuhuan City, Zhejiang Province, two wholly owned subsidiaries in Baiyun District and Yuexiu District, Guangzhou, and a large number of shares in several factories in Hebei, Shandong & Fujian. The headquarter and Guangzhou subsidiary focus on R&D, production, manufacturing, sales and service of brake calipers and spark plugs, and the Guangzhou marketing center is also the sole agent of several joint-stock companies. The company starts from quality control, process and cost control, and strictly follows the IATF16949:2016 quality management system certification standard to serve our customers. Our products are cost-effective, reliable and safe, and exported to Europe, America, Asia, Middle East, Africa and other global regions, which are well received by customers.

In terms of brake calipers and spark plugs, the company now has a production base with a factory production workshop area of more than 20,000 square meters, high-precision machining centers and advanced production and testing equipment and a team of skilled technical workers and engineers, enabling us to provide OEM/ODM services according to customer needs, and the current international brands correspond to matching more than 10,000 part numbers. With nearly 200 employees under our direct supervision, we have customers in more than 30 countries around the world and serve more than 60 automotive brands. For other engine parts, such as pistons, piston rings, cylinder liners, overhaul kits, and main bearings, con-rod bearings, our joint stock factory also has strong production and supply capabilities, and the quality of products is reliable and safe. In addition, in Guangzhou, we also operate a professional repair and maintenance store for Porsche, Bentley and other luxury cars. The company adheres to the policy of "integrity first, customer first, advancing with the times, quality first", and is committed to continuously provide customers with first-class products and quality service!

1、Caliper 2、Brake pads and caliper repair kit 3、Spark plugs 4、Coil Pack 5、Piston and ring 6、Cylinder liner 7、Head gasket, overhaul kit, valves 8、Main and con-rod bearings, thrust washer 9、 crankshaft and connecting rod, camshaft 9、Water pump, oil pump and others 10、Steering gear and others

[tlaquetzqui]

And yet the Merovingians abolished slavery in the Latin West (originally just enslavement of Christians, but of anybody by the early 1000s), and it didn’t come back till 1436. That’s 700 years—I’d be very surprised if our 19th century abolition lasts that long.

The question is never “why would people be assholes”. It’s “why won’t they”. In the case of the Merovingians, it was because several of their queens had been their husband’s household slaves��apparently when you took the maid to bed, the Franks really made you take responsibility. Those queens pushed for outlawing the slave trade and freeing existing slaves. It was also that lack of slavery that enabled the growth of technology, mostly centered on the camshaft and waterwheel, like mills, mechanical saws, and machines for processing paper and felt. You don’t want slaves to have leisure to plot rebellion, but workers who aren’t slaves want their jobs to be easier.

Or, medieval Europe gave women all the same property and political rights as men—owning property and holding titles in their own names, filing lawsuits and testifying in court, voting in any assembly where people of their rank voted. Why? Convents. Push your daughter too hard about an arranged marriage and she might suddenly discover a vocation, and dragging her out of a nunnery was picking a fight with the Church. So you needed her buy-in on that, and from there, women making their own decisions became normal.

Moral failure is not interesting, any more than you could make a movie about people not making discoveries. It’s why people don’t suck that’s interesting (“that’s mostly just the novelty” sure granted).

I think necromancy wouldn't be outlawed in your typical wizards-are-common fantasy world. Not for moral reasons, but for economic reasons. I think most lords would be unable to resist the allure of having their peasants continue to plow their fields after death or having guards that never fall asleep or need to step away from their station. Your local baron probably already has a court wizard. They would probably command their court wizard to at least learn the fundamentals of necromancy.

Also, considering how many real world nobles pursued immortality, at least some of your wealthier nobles should be liches or ghosts. What king would choose to die and bequeath their kingdom to their squabbling failsons when they can just become a death knight?

From a religious angle, if ghosts are a real and observable phenomenon, then surely any sensible church would tell people that their soul goes to heaven while their body stays on earth. What kind of virtuous person wouldn't want their corpse to help provide for their children? In fact, don't you kind of have a moral obligation to leave behind your physical attachments when you ascend to the afterlife?

Adventure hook: kill the lich lord of this land, but only so that their son can claim the throne and enact some moderate necromantic reforms. No more ghosts, but of course your corpse is still the property of your liege lord.

[flatheadsforever]

MOPAR FLATHEADS

(taken from ‘49plymouth.com)

Valves

The valve train is lubricated entirely by the splash effect of the camshaft and valve train. The only pressure feed to the system is to the cam bearings. The oil that escapes the camshaft journals and any splash resulting inside the crankcase from the reciprocating crank mass are the sole source of lubrication for cam followers, springs and valve guides.

Common sensed says that exhaust valves and guides run at a higher temperature than intake valves and guides. Coupled with this temperature differential is the fact that intake guides are subjected to manifold vacuum, (meaning that they tend to suck oil into the guide), while exhaust guides work in the environment of exhaust pressure and heat. These two facts, temperature and pressure, mean that exhaust guides get virtually no lubrication. As a result of this fact, they are one of the more likely components in the valve train to wear out first.

Having said this, a quick look at these engines shows that they, like most automotive engines, sit high in the front. This means that in a splash lubricated valve train, the highest component is also the farthest from the source of splash lubrication – the cam bearings and followers.

Happenstance (and perhaps MoPar engineering) have dictated that the frontmost engine valve in MoPar flathead engines is an exhaust valve – the ones that wears first, anyhow. All this combines to mean that the front valve guide is the hottest, least lubricated and most prone to wear out. Disassembly and inspection of many of these engines have led this writer to believe the front valve guide nearly always exhibits the greatest amount of wear of all the engine guides. Second in likelihood of wear are the remaining exhaust guides, while intake guides rarely if ever show wear. If intake guides do leak, they tend to draw oil into the guide, which tends to aid lubrication. No valve seals are used on flathead engines

MoPar engines use hardened valves and seats as standard equipment. In this area, these engines are truly overbuilt. When valves show wear, they are invariably exhaust valves. Experience has proven that worn exhaust valves are nearly always caused by worn valve guides. Exceptions to this rule can be a piece of carbon or other debris causing a valve to hang open and burn.

Lubrication Systems

Mopar flathead engines were manufactured at a time when the technology of engine oil was still primitive, by today’s standards. Much of the wear restorers encounter upon disassembly is the result of the poor state of available lubricants. The oil we buy and use today is light years ahead of that available fifty years ago.

Bypass oil filtration systems were never very helpful, but happened to be the only thing available in the forties and early fifties for these engines. The nature of bypass filtration is that likely ten percent or less of the total oil circulated by the oil pump ever gets to pass through the filter. The line that feeds these filters is the smallest diameter steel line used in automotive manufacturing. Even this meager amount of volume allowed to pass through the filter system is shut off during periods of low oil pressure, and only opened for circulation when oil pressure rises above a given pressure point. These bypass filters were optional, for many engines were produced without them.

Full-flow oil filter systems, by comparison, filter ALL oil that is picked up by the pump and circulated inside the engine. Several restorers have performed work-around adaptations for these engines to adapt full-flow filtration to them. This improvement, in this writer’s estimation, goes a long way toward extending engine life. Full-flow oil filtration coupled with modern high detergent oil technology, will allow these already-well-built engines to last much longer between overhauls.

Engine Blocks

Do not be fooled by the small (218/230) cubic displacement of these engines. They are heavy block castings that warm up slowly due to their large mass. The water jacket inside the block is only present in the top several inches of the casting, where the heat of combustion is greatest. On the passengers’ side is the valve chamber, and there is no coolant flow below the level of the water distribution tube, well above the camshaft level. On the driver’s side, the water jacket extends down to the block core plugs and thingy, but the flow is mainly limited to the upper section. The area on the thingy side is typically where sediment and dirt settle inside the block. I have seen these blocks filled with sediment above the tops of the core plugs at the rear. This of course must all be cleaned out as part of any overhaul. Remove all block core plugs and use whatever method you have at hand to make sure everything is clean and free of sediment and dirt.

It is logical to believe that these fifty-plus year old engines may have several hundred thousands of miles on them, in spite of what you want to believe. Logic further dictates that cylinder heads have been removed several times for valve and piston work during the life of the engine. While the head is off, it is a good thing to check the deck with a straight edge, both for warppage and for distortion. It is not likely that an engine has been overheated sufficiently to warp the entire block casting, but close inspection usually shows some heaving or mushrooming of the deck surfaces around each head bolt hole. I have been successful in removing these distortions with a sharp flat file. Just start at one end and swipe crossways over the deck area. This will reveal high spots around each head bolt hole. These can be filed down to a true flat area with a little diligence. The result is a more precise deck surface against which the head gasket can seat. Most folks know that heads can be safely milled sixty or seventy thousandths to improve compression ratios. Even if this is not important to you, a resurfacing of the head is recommended, just to be sure of a flat surface for the gasket. If you can afford it and your block is at the machine shop for cleaning anyhow, have them resurface the deck a few thousandths to get a true surface. The same advice would not hurt a bit for the manifold gasket surface on the block.

Crankcase Ventilation

Another element of engine technology that has gained vastly from modern engineering understanding is crankcase ventilation. Originally designed only to ventilate the crankcase of fumes and condensation, this system is forced into double duty when an engine begins to wear excessively, for now it also has to handle blow-by products of combustion that have escaped past worn pistons and rings..

Positive crankcase ventilation (PCV) systems were originally mandated with a view toward limiting crankcase emissions. A secondary benefit of the PCV system is its ability to remove much more of the condensation and moisture from the crankcase than was originally possible with the primitive road draft tube that was always open to the atmosphere. Yet another advantage of the PCV system is its ability to disperse any blow-by from the crankcase by returning it in the engine.

It is easy to modify these flathead six engines from the original road draft system to the newer, superior PCV system. This is true mainly due to Chrysler’s involvement in military vehicle production during WWII. Many of these military vehicles were equipped from the factory with engines designed to ford streams and run in semi-submerged conditions for short periods of time. One part of these engine sealing systems was the PCV system designed to keep water OUT of the crankcase.

A direct result of this fact is that most military vehicle parts suppliers are equipped to offer the PCV adapter necessary for this conversion. This writer found one at Vintage Power Wagons. The adapter is a round, cast metal piece that bolts to the rear of the block in the same spot as the original road draft tube. From this adapter, 3/8-inch tubing is routed forward and up to the intake manifold. A pipe plug in the center of the intake on the outboard side can be removed and this line connected to it as a vacuum source. In series in this line must be a PCV valve, of the type typically used on any engine of equivalent cubic inch displacement. Because of the closeness of this vacuum line to the hot exhaust manifold, this writer chose to use an all-brass PCV valve, available from the same military source. A PCV system on these engines, coupled with modern oil and a by-pass filter, offer a recipe for extended engine life.

Thermostats

It is impossible to operate an internal combustion engine without generating condensation in the crankcase. It is just a fact of life. If the moisture is removed, it presents no problem. If it is not removed, the result is an eventual buildup of sludge.

The only way by which the moisture of condensation can be removed from a crankcase is evaporation. This evaporation can only take place in the presence of heat and air movement. If the crankcase and engine block heat is not high enough for evaporation to occur, the condensation moisture will remain inside the block. Since this is water, which is heavier than oil, it will go to the bottom of the crankcase or valve chamber. It is for this reason that these are the areas where sludge is typically found in greatest quantity on tear-down. This writer has disassembled many of these engines were more than one pint of sludge was present in the valve chambers alone.

The best remedy for condensation removal is a high temperature thermostat. Vehicles built in the forties and fifties (and before) were designed to use alcohol based antifreeze. This required the use of low temp thermostats. Today we use glycol based antifreezes with much higher boiling points. Actually, the use of a 50/50 mixture of permanent antifreeze and water RAISES the boiling point of the coolant. All this is in aid of explaining why higher, rather than lower temperature thermostats are beneficial to longer engine life. The use of a 160 or 170 degree thermostat today with permanent antifreeze is an invitation for sludge to form in the crankcase. You are doing your engine no favor at all by keeping it running cool, in spite of how it may seem to your own sensitivities.

Not only do higher temp stats cause higher engine operating temperatures which aid in condensation removal, but they also help to raise the temperature more quickly, resulting in less cold engine operating time. Once stat temperature is reached, normal cooling will take place, but at a little higher temperature. Yet another reason why these flatheads need more heat than some engines is that they are heavy castings. A flathead six cylinder 218 cid engine weighs several hundred pounds more than a small block Chevy 350. This casting mass takes TIME to heat up and get up to operating temperature.

Many owners believe that when their dash gauge shows normal temperature, the engine is truly warmed up. Nothing could be further from the truth. Remember this one idea: an engine may warm up and the thermostat open to full circulation long before the block casting around the valve chambers has come up to full operating temperatures. It is this writer’s estimate that it takes nearly thirty minutes of engine operation for a typical flathead block to reach normal operating temperature in cool weather.

Please remember, I’m not talking about the thermostat or the top radiator tank, but the block casting, itself. This is where the condensation occurs and must evaporate from. In order to keep these block casting spots free of sludge, they must get up to full operating temperature. Proof that many of these engines have spent much of their lives running too cold is the sludge found inside the blocks. Granted, engine oils and filtration were of poor quality by comparison to today’s technology, but those engines that are run warmer are always cleaner. An example of this is the fact that larger truck engines are usually found to have less sludge than small trucks and automobiles. Check it out.

Consider a newly restored vehicle with a completely new and clean engine assembly. To keep this engine clean, it should not be started and driven short distances, again because the block will not have an opportunity to achieve operating temperatures. When I use my old stuff, I start it, let it run at idle for a while, then drive it, hopefully at least thirty minutes. I will jack up a car and push it in or of a stall to avoid starting a cold engine for only a few minutes, for this very reason.

It goes without saying that all this talk about getting engines up to temperature is doubly true for the exhaust systems. Exhausts live linger in an atmosphere where they warm up completely each time they are used. Why do you think tail pipes rot off three or four times before head pipes and mufflers? They are always cooler and warm up slower, since they are farther from the source of heat.

Cooling Systems

Cooling systems seem to be one of the more misunderstood components of older engines. In order to understand them, it is necessary to understand the combustion process. A typical gasoline engine running at 2000 rpm under no load will generate a certain amount of heat, but this will soon be realized and stabilized.

Add to this engine now an increased load on the crankshaft, and many things happen at once. First, in order to maintain rpm, the throttle plates must be opened further. This is done automatically if the engine is governed, or manually in an automotive application. The amount of fuel entering the engine increases, the result of which is an immediate increase in combustion chamber pressures and temperatures. It is this sort of use that cooling systems must handle in order to protect an engine. Normal driving under light load barely works the cooling system at all. It is at higher engine loads that the cooling system must be able to function well.

From the engine’s perspective and from a combustion standpoint, the hotter an engine temperature, the better and more efficiently the engine will. Fuel atomizes more freely and the combustion process thrives in an atmosphere of heat. This is difficult for many older vehicle owners to comprehend, yet it is fundamentally true . . . . . . Up TO THE POINT where the engine will begin to suffer metallurgical from the heat. Therefore, the job of the cooling system is to allow the engine to run as hot as safely possible in order to aid the combustion process, yet keep it cool enough to protect it.

Engines are designed to withstand lots of heat safely. Unfortunately, the margin for safety between “hot enough to run well” and “too hot for engine safety” is not a very wide one. When metal parts are heated, they expand. When they cool again, they contract. This cycle can happen over and over with complete safety, as long as the extremes of the heat range are not reached. If metal parts are heated so much that they do not contract to their normal tolerance after cool-down, the metal is said to have warped. This action is most often noticed on cylinder heads and manifold castings that have been subjected to hundreds of heat/cool cycles.. Typically, the remedy for a warped casting is resurfacing.

An example of this action is the typical small block Chevy cylinder head, where the valve arrangement is such that two exhaust valves sit adjacently in the middle of the cylinder head. This is nearly always the point of failure with these castings, for this is the hottest spot on the component.

How does this all relate to MoPar flatheads? The design of these engines is such that a water distribution tube is used in the cooling system to aid in dispersing coolant to the bottom of the exhaust valve seat castings. In this sense, these engines are truly overbuilt, for this is a feature not used by very many other manufacturers of the time. An analogy to this feature would be oil nozzles directed to piston crowns in modern diesel engines – a feature that goes far to extend engine life. Flathead radiators are also overbuilt from a size standpoint, and are truly impressive in their ability to transfer heat from the engine and transfer it to the air. When these engines are warmed up to 180 – 200 degrees F, they run happily all day, run more efficiently and stay cleaner. They live linger, as well.

Having said all this, the water distribution tube is a critical link in the cooling system. Never pull a water pump without at least pulling and checking the distribution tube. It goes without saying that no engine overhaul should ever be contemplated without inspection of this part as well. The tubes are reproduced by several vendors and are available.

Bottom Line

If you truly want to do the best you can for your MoPar flathead, here’s my recipe:

• Modern high detergent motor oil in a clean engine

• Full-flow oil filtration system in place of the part time bypass system

• PCV system instead of the primitive road draft tube

• High temperature (180 or higher) thermostat

• Good quality paper air filter instead of an oil bath system

Rear Main Bearing Seals

Engines built before 1951 used a rear main seal that incorporated a flat metal flange with three screw holes in it. These seals required removal of the flywheel to allow replacement of the top half. Later flathead engines used a different neoprene seal design that could be rolled into place in the top half by loosening the crankshaft, much as you would in replacing a top rear main bearing. The two types of seal are not compatible reciprocally, due to block casting differences.

Timing Chain/Gear Lubrication

Engines built before 1951 use a pressurized oil nozzle of about 1/16-inch diameter to lubricate the timing chain and components. This tube protrudes from the block above the center of the crankshaft gear and points downward, and has a small bracket attached by one screw to the front of the block. The oil is sourced from the front oil passage leading from the main galley on the left side of the block to the front camshaft bearing.

This system provides positive lubrication to timing components and is very nice . . . . . . as long as it stays clean and free from sludge. It was abandoned in later production in favor of an oil slinger disc placed behind the crankshaft timing gear that supposedly slung oil up and onto the chain. Since the slinger lives above the normal oil level in the oil pan, it can operate only when the engine is running. In this writer’s humble opinion, the earlier pressurized system was far superior, and was discontinued only because of the poor quality oil available at the time and the difficulty in getting the block hot enough for this oil component to get warm enough to keep sludge from forming. It would be interesting to compare timing chain wear between two otherwise identical engines, to observe which of the two systems really provides best lubrication and least wear.

Connecting Rods/Caps

Somewhere around 1951 again, a change was made in connecting rod and cap design on the 218/230 engines. Earlier engine design used a special very thin-wall lock washer that sat in a relief on the cap to retain the rod nut. Later engines dispensed with this relief area and used a flat boss on the cap and instead of the thin lock washer used a split lock nut with several small perforations in the top half. What is interesting is that both rod types carry the identical casting number.

The two rod cap types each require use of the correct fastener, and cannot be mixed or matched. If you have the earlier type rods, you must use the lock washers and nuts. This writer has been unsuccessful in finding a vendor source for these washers. They are quite easy to loose on disassembly, especially if you don’t know they are even there. When installed, they are not visible due to the recess in which they sit. And they are hard to find when they are dropped. Ask me how I know. It goes without saying that rod caps can never be interchanged on connecting rods.

Oil Pans – Oil Leaks

The front of the oil pan area on these engines presents a small challenge for first time restorers. There are several places from which oil can leak, all of which will show up at the front pan area. In order to understand the nature of the situation, it is necessary for the reader to have seen the individual parts.

The front of the oil pan has a wide cork gasket which rides against an aluminum saddle, designed just for this purpose. The aluminum saddle is held in place by two machine screws, and must be removed before access can be had to the front main bearing bolts, for they are partially covered by the saddle.

The engine timing cover gasket must seal the cover itself, the front of the block and this aluminum saddle on which rides the oil pan gasket. It is at the juncture of these three pieces of metal – block, timing cover and aluminum saddle, that oil leaks can easily arise if proper assembly is not observed. This might be a good place to mention that the timing cover has one bolt on the passenger’s side that enters the cover from the rear of the block flange, in direct opposition to all the other cover bolts.

In addition to this area of potential leakage is the front main oil seal that sits in the timing cover and rides on the crankshaft pulley. Always check the seal area on these pulleys for wear. It is not unusual to find a definite groove worn into the pulley seal area from seal lip and dirt wear at this point. A worn pulley will cause a new seal to leak. Speedy sleeves are available, as are “trick” seals that ride on a new and different spot on the pulley to avoid the worn groove spot.

This writer also likes to incorporate a good sized magnet inside the oil pan on reassembly for attracting any wear metal pieces that may get into the crankcase. Old flat speaker magnets are perfect for this purpose. Never throw one away. An ounce of prevention . . . . . .

Miscellany

Engine assembly involves using many bolts that thread into water jacket passages. This is true for head bolts, manifold bolts and a few of the upper timing cover bolts as well as the three water pump bolts. It is important that these bolt threads have some form of waterproof sealer used on them. Clean, tight threads can still leak fluid past them if not sealed. There are no shortcuts to cleanliness that work here. Never use or hang a dirty part on a rebuilt engine.

Engine reassembly is fairly critical work. It cannot he done in a less than clean environment. With all the engines I have ever overhauled, I spent about two hours of parts cleaning time for every half hour of assembly. Fasteners and related block thread holes must be completely clean. The only way this writer has been successful at this task is to use thread taps and dies on each individual part. I have cleaned head bolts on a wire wheel grinder to the point that they shined, yet when the threads were chased with a die, a pile of dirt and carbon showed up on the vise. Do not worry about removing metal with a tap or die. If you are using the correct size, the threads will not be damaged.

MoPar flathead engines were manufactured with very low compression ratios, even for their day. This engineering was based much on the octane levels of fuel available to the public. Flatheads respond very nicely to an increase in compression ratio. This can be accomplished quickly and cheaply by milling material from the bottom of the cylinder head. Doing this will also assure that the head surface is true and free from warpage, as well as offering an opportunity to increase compression and engine performance.

Unleaded fuel offers no problems to these engines, in this writer’s opinion. They certainly do NOT need high octane fuel. Using it in flathead engines will not be beneficial in any way, contrary to the opinions of many. Valves and seats are already of superior quality from the original manufacturer. Just make sure when you set initial engine timing that the engine does not ping or preignite under load.

On the subject of engine timing, here is one often ignored area of performance – the distributor. Distributors have two timing advance mechanisms incorporated in their design – vacuum and centrifugal. The vacuum advance is visible on the outside of the distributor and can easily be tested by mouth or vacuum pump. If it doesn’t leak it will be okay, as long as the distributor breaker plate moves freely inside the cap.

Centrifugal advance units are harder to see, for they are underneath the breaker plate that holds the contact points and condenser. These mechanisms are usually trouble free, but may wear over time. Short of removing the distributor and having it tested on a stand, the only way to test a centrifugal advance unit is with an advance-type timing light and a knowledgeable mechanic. Specs for both vacuum and centrifugal advance units are available with other tune-up data, and of course are a requirement before checking either advance unit. Suffice to say that lots of flatheads are weak in these areas. When one performs well, it is usually a sign that both systems are functioning correctly.

This still leaves the issue of initial timing, which refers to the relationship of the engine to the distributor, and is adjusted by turning the distributor in the block while the engine is running, with the use of a timing light. Power timing, advocated by a few, aids little with these engines, unless you are a performance buff. If such is the case, have at it . . . .

__________________

[avteclimited]

The Highly Qualified Research-Based Machines Through Innovation

AVTEC is a universally recognized manufacturing industry specializing in Automobile parts and Defence engineering parts. The facilities of the company are IATF 16949 and ISO 14001 certified. The state of the infrastructure makes anything possible under the roof of high-precision components.

AVTEC is famous for:

Globally acclaimed for supporting the automotive industry, off-highway, and Defence units. AVTEC has its own products and also manufactures products under different brands for their internal and integral usage, especially in the Powershift transmission areas. They are specialized in manufacturing products like transmissions and high-precision components like

·         Cylinder heads

·         Cylinder blocks

·         Crank Shafts

·         Camshafts

·         Cam rods

Highly Skilled Efforts:

The experienced professional at AVTEC offers its clients the précised parts required. The Powershift transmissions and gears are the best in the industry and stand on par with international guidelines.

The company has massive records. Holding 3 manufacturing units across India has 1500+ highly skilled employees working. Utilizing these experienced employees, AVTEC has the manufacturing capacity of making 60000 engines per year and more than 1 lakh Powershift transmissions.

The absolute strength lies in technology integration. The prototype building sets the tone for the client to see the precision. The exact replica of the model is done through the expertise of the employees.

Top Notch Technology supporting Highly precise machines

Product and Design analysis in application engineering is an impeccable journey. Optimizing the design as per the cost makes it customized. The licensed employees shall also suggest the maximum performance design that can be offered for a customized option.

The highly improved systems are manufactured through highly flexible machinery. The testing team and their validation is the key to their success. Step-by-step testing of every part is carried out by specific machines and it is completely automated.

This helps them procure the certification for every machine part with ease. The R&D center in India facilitates this work in a wonderful way. The special strength of AVTEC is a technology development and application engineering.

https://www.avtec.in/avtec-automotive-engines-and-transmissions.php

[taevisionceo]

🦾 A010 - Robot FANUC R-2000iB Camshaft Machining Center automotive appl engineparts machining TranTek's Courtesy Robotics RTU Transfer Unit - linear motion track ▸ TAEVision Engineering on Pinterest

Data A010 - Jun 29, 2023

[wetsteve3]

The Manxman is not only a legendary production racer from one of the oldest British manufacturers, but also a winner of countless club races around the British Empire in the late 1930s. 

Excelsior’s first Manxman racer was introduced in 1935. It was designed by H. J. (Ike) Hatch and Eric Walker in their Tyseley, Birmingham, factory, centered around Hatch’s very strong, simple overhead-camshaft engine. 

Hatch originally designed a very complicated four overhead-valve design called the Mechanical Marvel, one that proved very fast and won the 1933 Isle of Man Lightweight TT that year. 

The intention was to produce a road version called the Marvel, but the design proved too complicated to produce commercially. The engine was then simplified and adapted to a single-overhead-camshaft head with two valves, which was called the Manxman and was offered in 250cc, 350cc and 500cc versions. 

To remind buyers of Excelsior’s Isle of Man success, the Manxman had the triskelion (three-legged) emblem of the Island cast into the camshaft cover. The cylinder head was bronze for better cooling, and the Manxman handled very well; as the motor was very robustly built, it proved extremely reliable in racing. Both road and race versions of the Manxman were produced (though the 500 was always a sports roadster), and privateers found success with them. 

A special, factory-built four-valve Manxman won second place in the 1936 and 1937 Isle of Man Lightweight TT, and the model was a popular choice for the independent TT racers. In 1937, the model was updated with a shorter-stroke 250cc engine with an aluminum-alloy cylinder head.

 All Manxman models are pretty and purposeful, with a rigid frame, girder forks and a large, shapely fuel tank with Excelsior’s signature red flash paint scheme. This 1935 Excelsior Manxman 250cc is an original racing model and one of the most successful lightweight racers of the 1930s. It dates from the first year of production and has the correct left-hand exhaust port, straight exhaust pipe, dropped handlebars and rearset footrests. 

It hails from the MC Collection of Sweden, and the restoration was performed in 1994 by Autokraft, where the engine was fully overhauled. It’s not only a gorgeous machine ready for show or race, but also one of the most important privateer racers of the pre-war era

[muscle-cars-aesthetics]

@zrodz.customs 1970 Dodge Charger Facts ⬇️⬇️⬇️⬇️⬇️⬇️⬇️ Engine: Indy Cylinder Head’s 572 Super Street Hemi, built with an Eagle forged stroker crankshaft and connecting rods, custom 10.7:1 compression Diamond pistons, Comp Cams hydraulic-roller camshaft, and a FAST dual-throttle-body system atop an Indy Mod Man intake, tti headers and Spintech oval mufflers in a custom exhaust system by Competition Fabrications. it makes 811 rear wheel horsepower. Transmission: Tremec TKO five-speed from American Powertrain, who also supplied the installation kit with a Pistol Grip shifter. Rear: A custom-fabbed housing, with a Strange third member, 4.11 gears, and S/T 35-spline axle shafts. Suspension: Competition Fabrications set up the Magnumforce tubular upper/lower front A-arms, front sway bar and Prolink rear suspension, and added QA1 adjustable coilovers. Brakes: Big Wilwood discs with six-piston (front) and four-piston (rear) calipers. Wheels/Tires: Billet Specialties’ Velocity wheels (18×10 inches front, 20×12 inches rear) wear custom center caps machined by Odom Tool, along with a set of Michelin Pilot Sport tires (245/45ZR18 front, 335/35ZR20 rear) Paint/Body: steel Shaker hood, scalloped front fenders, ’69 Charger-style outer sculpting on the doors, flush-mount door handles, functional rear-quarter scoops, cut and raised rocker panels, and a custom tail panel. They also tailored the bumpers to fit. Paint is a special-mix two-stage PPG Orange, mixed and sprayed on by Z-Rodz & Customs. Interior: Track-ready full custom with a six-point cage by Competition Fabrication, Corbeau “Legacy” bucket seats, Billet Specialties pedals and steering wheel, ididit tilt column, AutoMeter carbon-fiber gauges, Vintage Air’s Gen IV HVAC, Electric Life power windows, and custom-built gauge cluster and console. 🚀🍊🚀🍊🚀🍊🚀🍊🚀🍊🚀 #mopar #dodge #charger #challenger #plymouth #cuda #roadrunner #musclecar #v8 #hotrod #ford #chevy #classic #hemi #car #shaker

[davejackpo]

Volvo VN,VHD V2 and VT Trucks 2007 Sensor Instruction

This document instruct sensors on Volvo VN,VHD version2 and VT trucks 2007.

Related Contents:

2022 Volvo PTT Premium Tech Tool PTT 2.8.120 & 2.7.116 Free Download

Volvo Impact 2021 2019 EPC Parts Catalogue Free Download

Sensors on Volvo VN,VHD V2 and VT Trucks 2007: Ambient Air Temperature Sensor The Ambient Air Temperature Sensor is used to detect the outside air temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the ambient air temperature. The sensor uses a thermistor that is sensitive to the change in temperature.

The electrical resistance of the thermistor decreases as temperature increases. The Ambient Air Temperature Sensor is located in the front of the vehicle.

Ambient (Atmospheric) Pressure Sensor The Ambient (Atmospheric) Pressure Sensor contains a pressure sensitive diaphragm and an electrical amplifier.Mechanical pressure applied to the diaphragm causes the diaphragm to deflect and the amplifier to produce an electrical signal proportional to the deflection. The Ambient (Atmospheric) Pressure Sensor is built into the Engine Management System (EMS) Module.2021 Volvo Impact 9116 EPC+Service Manual Download

Camshaft Position Sensor The Camshaft Position (Engine Position) Sensor is located in the rear face of the timing gear cover at the rear of the engine, near the bottom of the valve cover. It uses magnetic induction to generate a pulsed electrical signal. It senses the passage of seven (7) timing bumps on the edge of the camshaft dampener. Six of the holes correspond to the phasing of the electronic unit injectors, while the seventh hole indicates the top dead center position.

Cooling Fan Speed (CFS) Sensor On engines with an electronically controlled viscous fan drive, the electronic fan drive contains a Hall effect speed sensor. When the engine is running, a series of vanes in the fan drive housing rotates past a magnet in the fan drive solenoid generating a pulsed voltage signal. The Engine Management System (EMS) Module monitors the status if the air conditioning system and signals from the Engine Coolant Temperature (ECT) Sensor, the Engine Oil Temperature (EOT) Sensor, and the Engine Speed/Timing (RPM/TDC) Sensor and calculates the optimal cooling fan speed. The Cooling Fan Speed Sensor is located in the fan drive on the front of the engine. Crankshaft Position (Engine Speed) Sensor The Crankshaft Position (Engine Speed) Sensor uses magnetic induction to generate a pulsed electrical signal. Notches are machined into the edge of the flywheel. When one of the notches passes close to the sensor, D Design and Function electric pulses result. The Crankshaft Position (Engine Speed) Sensor also indicates when the crankshaft is at the top dead center position.

2022 Volvo TechTool 2.8 Diagnostic Software Download

Differential Pressure DP Sensor The differential pressure sensor is used for flow measurement of the Diesel Particulate Filter (DPF). This sensor has two pressure ports and senses the difference in pressure between the two ports. Measurement of the pressure before and after the DPF is used to calculate diesel filter regeneration. The Differential Pressure DPF Sensor is located on the side of the Diesel Particulate Filter (DPF).

EGR Differential Pressure Sensor The EGR differential pressure sensor is used for flow measurement of the Exhaust Gas Recirculation (EGR) valve. This sensor has two pressure ports and senses the difference in pressure between the two ports. Measurement of the pressure before and after the EGR valve is used to calculate EGR flow. The EGR Differential Pressure Sensor is located on the left or right side of the engine.

EGR Temperature Sensor The EGR temperature sensor detects exhaust gas temperature for EGR system. The sensor modifies a voltage signal from the control unit. The modified signal returns to the control unit as the exhaust temperature of the EGR system to confirm EGR operation. The sensor uses a thermistor that is sensitive to the change in temperature. The EGR Temperature Sensor is located near the EGR valve.

Engine Coolant Level (ECL) Sensor The Engine Coolant Level (ECL) Sensor is a switch. If engine coolant level falls below a calibrated point the contacts open and the driver will be notified of the low coolant level. The Engine Coolant Level (ECL) Sensor is located in the cooling system reservoir tank. Engine Coolant Temperature (ECT) Sensor The Engine Coolant Temperature Sensor is located at the front of the engine. The sensor will indicate a high coolant temperature caused by problems like radiator blockage, thermostat failure, heavy load, or high ambientD Design and Function temperatures. This sensor is also used for cold start enhancement and for fan clutch engagement.

Engine Oil Pressure (EOP) Sensor The Engine Oil Pressure Sensor contains a pressure sensitive diaphragm and a electrical amplifier. Mechanical pressure applied to the diaphragm causes the diaphragm to deflect and the amplifier to produce an electrical signal proportional to the deflection. The Engine Oil Pressure Sensor is located on the oil filter assembly. The sensor monitors engine oil pressure to warn of lubrication system failure.

Engine Oil Level (EOL) Sensor The Engine Oil Level Sensor is located in the oil pan.

Engine Oil Temperature (EOT) Sensor The Engine Oil Temperature Sensor is a thermistor whose resistance varies inversely to temperature. The sensor has a negative temperature coefficient, which means the sensor resistance will decrease as the engine oil temperature increases. The Engine Oil Temperature Sensor is located in the oil pan. Exhaust Temperature Sensor (DPF Sensors) The exhaust gas temperature sensor detects exhaust gas temperature for DPF protection as well as DPF regeneration control. The sensor modifies a voltage signal from the control unit. The modified signal returns to the control unit as the exhaust temperature at that specific location of the exhaust. The sensor uses a thermistor that is sensitive to the change in temperature. The Exhaust Temperature Sensors are located in the DPF assembly.

Fuel Pressure Sensor The fuel pressure sensor contains a diaphragm that senses fuel pressure. A pressure change causes the diaphragm to flex, inducing a stress or strain in the diaphragm. The resistor values in the sensor change in proportion to the stress applied to the diaphragm and produces an electrical output. The Fuel Pressure Sensor is located on top of the fuel filter housing. Intake Air Temperature and Humidity (IATH) Sensor

The Intake Air Temperature and Humidity (IATH) Sensor contains a thermistor and a capacitive sensor. D Design and Function The resistance of the thermistor varies inversely to temperature. The output of the capacitive sensor increases as the humidity of the surrounding air increases. By monitoring the signals from both portions of the sensor, the Engine Management System (EMS) Module calculates the temperature and humidity of the air passing through the air filter housing. The Intake Air Temperature and Humidity (IATH) Sensor is located in the air intake tube just downstream from the air filter canister.

Intake Manifold (Boost) Temperature Sensor The Intake Manifold (Boost) Temperature Sensor is a thermistor whose resistance varies inversely to temperature. The sensor has a negative temperature coefficient, which means the sensor resistance will decrease as the inlet air temperature increases. The Intake Manifold (Boost) Temperature Sensor is located in the intake manifold.

Intake Manifold Pressure Sensor The Intake Manifold Pressure Sensor contains a pressure sensitive diaphragm and an electrical amplifier. Mechanical pressure applied to the diaphragm causes the diaphragm to deflect and the amplifier to produce an electrical signal proportional to the deflection. The Intake Manifold Pressure Sensor is located on the air inlet pipe before the intake manifold.

Throttle Position (TP) Sensor The Throttle Position Sensor is a potentiometer that is mechanically linked to the accelerator pedal. A potentiometer is a variable resistor whose resistance will change as the pedal is pressed. As the resistance changes, the signal voltage of the sensor changes indicating the accelerator pedal position. The Throttle Position Sensor is located above the accelerator pedal. The sensor is designed to improve the driver’s control by reducing sensitivity to chassis motion. This sensor provides the driver’s fuel request input to the VECU.

Turbo Speed Sensor The Turbo Speed Sensor informs the EMS of the turbo shaft speed. The sensor does not read from the vanes,but reads from the shaft. The Engine Management System (EMS) Module uses this signal in conjunction with the VGT position sensor signal to control the speed of the turbocharger and therefore optimize the intake manifold pressure.

The Turbo Speed Sensor is mounted in the center of the turbocharger.

Source:https://volvotruckrepair.blogspot.com/2022/04/volvo-vnvhd-v2-and-vt-trucks-2007.html

[roadfly]

BMW introduced the all-new 7th generation 2019 BMW 3 Series at the Paris Auto Show. The design is very complimentary to the previous generation. They announced we will see an M version in the Spring of 2019. Another big announcement was that there will be a plug-in electric version of the 3 Series available in summer 2019. Everything you ever wanted to know about the new 3 series is below.

3 Preview videos below Highlights images.

Full photo gallery below the videos

Full press release from BMW below the photo gallery

Scroll to the bottom to view the full specs for both the 330i and 330xi.

BMW released a few videos to showcase the all-new 2019 3 Series.

Video: 2019 BMW 3 Series 330i Introduction by BMW

Video: 2019 BMW 3 Series Driving, Interior and Personal Assistant

Video: BMW 3 Series Being Built at the Factory in Munich

2019 BMW 3 Series 330i and 330xi Photo Gallery

The seventh generation of BMW’s iconic sports sedan.

New generation of design, suspensions, engines and technology.

330i and 330i xDrive on sale March 2019.

Pricing starts at $40,250 + $995 Destination for the 330i.

M340i and M340i xDrive Sedans to arrive in Spring 2019.

330e model planned for 2020.

Woodcliff Lake, NJ – Oct. 2, 2018. Today, BMW proudly introduces the seventh generation of the iconic sports sedan, the BMW 3 Series. Over the past 40 years, no single model has embodied the concept of the Ultimate Driving Machine better than the BMW 3 Series Sedan. Modern design, agile handling, exceptional efficiency and innovative equipment features, all signature characteristics of a BMW, have been raised to a higher level through tireless engineering and testing. The new 2019 BMW 3 Series sedan represents not only the core of the BMW 3 Series range (of which over 15 million units have been sold worldwide) but also the heart and passion of the BMW brand.

When the first BMW 3 Series arrived on U.S. shores in 1976 as a successor to the iconic BMW 2002, it built upon the sport sedan foundation pioneered by that model and launched a new name: the BMW 3 Series that would become BMW’s most successful model – a status it retains to this day. Over the course of six model generations, the BMW 3 Series has ranked as the world’s biggest-selling premium car, led the way for high-performance powertrain and chassis technology and earned a reputation as a pioneer of technological innovations in its segment. The latest edition of the car sees BMW building on the sporting tradition of the 3 Series, whose exploits in race competition have earned it many accolades. The seventh generation of the sports sedan moves the game on once again in terms of driving dynamics, not to mention premium quality and innovation, in its segment.

BMW 330i: more power and torque Boasting numerous detail upgrades, the new 2.0-liter, inline 4-cylinder powering the new 2019 BMW 330i unit delivers 255 hp between 5,000 and 6,500 rpm and a peak torque of 295 lb-ft from 1,550 to 4,400 rpm. The 7 hp increase in output and the extra 37 lb-ft of torque compared with the predecessor engine are the result of the focused optimization of the BMW TwinPower Turbo system – which is made up a twin-scroll turbocharger, High Precision Injection direct petrol injection, VALVETRONIC fully variable valve timing and Double-VANOS variable camshaft timing. The High Precision Injection system ensures precise fuel metering and particularly clean combustion, its new fuel pump generating maximum pressure of 350 bar compared with the 200 bar of the previous version. The improved direct injection system enables optimal fuel flow through the combustion chambers with atomized fuel delivered by multi-hole injectors. Other characteristics of this engine include a lighter crankshaft, reduced internal friction, optimized heat management and a new digital engine management system. An impressive 0 to 60 mph time of 5.6 seconds belies the enhanced efficiency of the new BMW 330i Sedan.

The 2019 BMW 330i arrives in March 2019 with a starting price of $40,250 plus $995 destination. The 330i xDrive sedan will start at $42,250 plus $995 destination.

In addition to the 4 cylinder 330i, the line-up will expand further to include a BMW M Performance version with extremely sporting characteristics and a BMW iPerformance model with the latest plug-in hybrid drive technology.

BMW M340i and M340i xDrive M Performance Spring of 2019 will see the arrival of the BMW M340i and M340i xDrive Sedans. The new BMW M Performance model will showcase the full dynamic potential of the new BMW 3 Series Sedan. An updated six-cylinder in-line gasoline engine, M Performance chassis tuning, optional xDrive intelligent all-wheel drive and the standard M Sport rear differential will deliver performance attributes that will impress any driver.

The new version of the straight-six engine developed for the BMW M340i xDrive Sedan will produce 382 hp and peak torque of 369 lb-ft. A 0–60 mph time of 4.2 seconds (provisional figure) takes the BMW M Performance model into performance territory inhabited by high-caliber sports cars.

8-speed Sport Steptronic transmission: improvement and greater integration The new 2019 BMW 330i and 330i xDrive Sedans are equipped with the 8-speed Sport Steptronic transmission as standard. The latest upgrade of this sport automatic transmission sees a wider gear spread (from 7.8 to 8.2 and also increases internal efficiency and improves vibration suppression. There is a new control unit and further enhanced gearshift dynamics. In addition to the optimized hydraulic control system, the shorter gearing for the lower ratios boosts the acceleration capability of the new BMW 3 Series Sedan. The 8HP 8-speed Sport Steptronic transmission delivers even shorter shift times and a Launch Control function for highly dynamic, traction optimized acceleration off the line than previous versions. Shift paddles on the steering wheel allow manual gear selection.

Intelligent connectivity enables the sport automatic transmission to adapt its shift strategy according to the route and driving situation. With the optional Navigation system, the 8-speed Sport Steptronic transmission uses data from this system and from the Active Cruise Control system’s radar sensor. This makes it possible for the transmission to avoid unnecessary gear changes when negotiating a series of fast corners and, when approaching a vehicle ahead, for example, to shift down early in order to use the engine braking to scrub off speed.

The Auto Start Stop function and the coasting function available in conjunction with the 8-speed Steptronic transmission in the new BMW 3 Series Sedan also use data supplied by the optional navigation system with data from the standard Active Guard driving assistance systems’ front camera. In this way, inefficient engine shutdown – for example when stopping briefly at junctions or roundabouts – can be prevented. Movement of vehicles ahead is registered in order to determine the ideal moment for the Auto Start Stop function to stop and start the engine. The coasting function is now available when either ECO Pro or COMFORT mode is selected using the Driving Experience Control switch between 9 and 99 mph. The efficiency-enhancing decoupling of the powertrain only takes place in driving situations where performance and comfort are not compromised. If the driver suddenly lifts off the accelerator, the powertrain stays connected so that engine braking can be used to support deceleration. For the same reason, powertrain disconnection is also prevented when approaching a junction or a vehicle ahead.

BMW xDrive: fully variable and more efficient. The latest version of the intelligent all-wheel-drive system splits drive torque between the front and rear wheels more efficiently than in the previous 3 Series model. The fully variable power transfer ensures maximum traction and directional stability in all road and weather conditions while also promoting sportier handling. This functionality comes courtesy of the electronically controlled multi-plate clutch in the transfer case which links up with the Dynamic Stability Control (DSC) system and constantly adjusts power transmission – precisely and in a fraction of a second – in response to the driving situation. In this way, any tendency of the vehicle to oversteer or understeer greatly reduced.

The system’s rear-biased set-up helps ensure the new BMW 3 Series Sedan retains the exhilarating driving experience drivers expect from a BMW. Sending more drive power to the rear wheels under normal driving increases agility when cornering. In situations which do not require all-wheel drive, the efficiency of BMW xDrive is increased by directing all the engine’s torque to the rear wheels. The weight of the system has also been reduced, while optimized oil supply increases internal efficiency.

Chassis Technology: Sportiness and comfort When developing the body structure and chassis technology of the new BMW 3 Series Sedan, a number of clear priorities were used: enhanced driving dynamics, agile handling characteristics, high-precision steering and superior braking performance. The foundations for these attributes are provided by weight optimization, a low center of gravity, a perfect 50:50 front/rear weight distribution and, above all, by the increase in the front and rear track compared with the predecessor model, significantly increased camber values for the front wheels and the substantial increase in the stiffness of the body structure and suspension mountings. Overall body rigidity is up 25 percent, rising to as much as a 50 percent improvement in certain areas. The increased rigidity of the body and suspension mountings enables the M Sport suspension and Adaptive M suspension to go about their work in the most efficient way possible allowing for suspension spring rates to be increased by 20 percent over the previous-generation BMW 3 Series Sedan without loss of comfort.

In addition to these measures, new shock absorber technology has been developed for the new BMW 3 Series Sedan. Used for the first time in a BMW model, the lift-related dampers are part of the car’s standard chassis and make a major contribution to the unique balance of sportiness and comfort – unrivalled by any other manufacturer – which defines the character of the new BMW 3 Series Sedan. The car’s handling and steering dynamics can be fine-tuned with a series of precisely matched chassis options. The functionally coordinated interplay of suspension, steering, tires, brake system and differential lock makes sport driving an effortlessly enjoyable experience.

Lightweight construction and increased rigidity deliver greater agility. The rigorous testing and development of the new chassis design enhances the agility of the new BMW 3 Series Sedan in a number of ways. Many details of the proven double-joint spring strut front suspension and five-link rear suspension have been upgraded. Along with the sportier handling, the car’s ride comfort and acoustics have both been improved. Aluminum swivel bearings and control arms for the front axle, aluminum wheel mounts and a new generation of wheel bearings for the rear axle significantly reduce unsprung mass. The front axle – with its increased level of component rigidity, the shear panels used to connect the axle to the body and its specially tuned kinematics – enhances both steering precision and cornering dynamics. Factors contributing to the high level of comfort provided by the sedan include a hydraulically damped torque strut bearing, which eliminates vibration and oscillation. At the rear axle, extremely rigid control arms and axle sub-frames along with the use of thrust arms for the body mounting ensure very precise wheel location.

Body weight reduced by as much as 121 lbs., drag coefficient as low as 0.26. As with the individual chassis components, the weight of the new BMW 3 Series Sedan’s body construction has been reduced. The progress achieved through BMW efficient lightweight measures is rooted in an intelligent material mix including increased use of high-strength steels and aluminum. The body-in-white is 44 lbs. lighter than the outgoing model and the front spring struts and engine sub-frame of the BMW 3 Series Sedan are now made of aluminum. This reduces the weight of the body structure by some 16.5 lbs. compared with the predecessor model. A further weight saving of almost 33 lbs. is achieved through the use of aluminum for the hood and front fenders.

The optimization of its aerodynamic characteristics benefits not only the efficiency of the new BMW 3 Series Sedan, but also its performance. The drag coefficient (Cd) of the BMW 3 Series sedan has been reduced to a low 0.26, a reduction of .03 Cd over the previous BMW 3 Series. Factors responsible for the new segment-leading figures include the almost completely sealed underbody, aerodynamically optimized wheels, the use of Air Curtains at the front of the car and the latest generation of active air flap control, which extends across the BMW kidney grille and lower air intake.

Premiere for lift-related dampers. A newly developed suspension and damping system contributes to the beautifully balanced handling of the new BMW 3 Series Sedan. The introduction of lift-related damper control reduces body movement perceptibly smoothing out vibrations caused by bumpy road surfaces and dynamic cornering, which paves the way for sporty, authoritative handling. The system adds extra hydraulic damping at the front axle and a compression limiting system at the rear. It is continuously variable and adjusts the damper firmness progressively according to the changing spring travel. This prevents excessive body dive when driving over large bumps and so avoids uncomfortable, nervous damping response.

At the front axle, the first line of defense against body vibrations is an additional element within the inner sleeve of the damper. Only when greater loads are encountered does the entire damper become active. The rear dampers adapt continuously to the driving situation. Even when the vehicle is carrying heavier loads, they provide the ideal degree of hydraulic damping for the situation at hand. Lift-related damping is an active element of the suspension set-up and is designed specifically to optimize the balance between sportiness and comfort. The positive effect of progressive suspension adjustment can also be felt in less demanding circumstances; even small bumps can trigger damper lift, which makes a noticeable difference in enhancing passenger comfort.

The new BMW 3 Series Sedan benefits from lift-related damping on both the standard and optional M Sport suspensions. With kinematics and elastokinematics clearly tuned for dynamic driving, the M Sport suspension features more rigid bearings and additional body struts, firmer springs and anti-roll bars, and an even higher degree of wheel camber.

During fast compression and rebound, the damping forces are some 20 percent greater than the values with the standard suspension. This means that the difference between the two suspension options is about twice as great as on the predecessor model. Another element of the M Sport suspension – which now also applies to the all-wheel-drive model variants of the new BMW 3 Series Sedan – is a 0.4 inch lower ride height.

Adaptive M suspension with electronically controlled dampers. As an alternative to the suspension variants with standard damper technology, customers can also specify Adaptive M suspension. This combines the characteristics of M Sport suspension with electronically controlled dampers. Able to deliver damping force to each wheel separately via continuously adjustable valves, it is both the sportiest and most comfortable suspension variant available for the new BMW 3 Series Sedan. The latest version of this damping system operates with new valves and an optimized control algorithm, which now also enables load-dependent control of the damping forces. In addition, switching between the different modes using the Driving Experience Control switch now results in a much more perceptible variation in the damping characteristics. In COMFORT mode, the electronically controlled dampers provide well-balanced long distance comfort, whereas in SPORT mode they encourage a much more dynamic driving style. As well as modifying the damper configuration, each setting also influences the steering, accelerator response and the shift dynamics of the Steptronic transmission. ADAPTIVE mode is now also available. With this setting selected, the car automatically adjusts its responses to the driving style and, depending on the equipment specified, to the route profile. The control system responds to accelerator and steering inputs and the position of the selector lever to make the powertrain and suspension characteristics sportier or more comfort-oriented. The map data supplied by the optional Navigation system Professional is also used to prepare the car for an upcoming junction or bend.

Variable sport steering: More direct, precise and agile The Electric Power Steering of the new BMW 3 Series Sedan comes standard with Servotronic speed-sensitive power assistance. Variable sport steering is part of the M Sport suspension and Adaptive M Sport suspension. With its variable ratio, which adjusts to changes in the steering angle, it is as adept at keeping the new BMW 3 Series Sedan effortlessly in a straight line as at maximizing cornering agility or turning and maneuvering comfort. In its latest form, the variable sport steering is more direct in its responses, even when only a slight steering input is applied. Cornering is precise and responsive, while the wheel angles required for parking maneuvers are achieved with less steering wheel input required.

M Sport brakes: High-performance lightweight brakes play a very important part in the sporty handling characteristics of the new BMW 3 Series Sedan. The model-specific brake discs consist of a grey cast iron friction ring with an aluminum brake disc chamber to offer high performance combined with reduced weight. The M Sport brakes provide excellent braking performance and intuitive feel, whether negotiating city streets or driving around a circuit on a track day. Combining an extremely sporty set-up – with short pedal travel and a distinct pressure point – with outstanding thermal resistance, they provide lasting and effective stopping power. The M Sport brakes achieve this with a more direct ratio as well as a different hydraulic configuration including four piston fixed calipers at the front and single-piston floating calipers at the rear. All the brake calipers are painted blue and display the M logo.

The functions provided by the Dynamic Stability Control (DSC) system include not only anti-lock braking (ABS) and Dynamic Traction Control (DTC), but also a variety of stabilizing functions and the Start-Off Assistant. The standard Performance Control heightens the agility of the new BMW 3 Series Sedan by distributing the power to the rear wheels as the situation allows. In order to optimize directional stability during heavy braking on surfaces with differing levels of grip for the right-hand and left-hand wheels, a steering impulse is applied to help the driver correct the car’s line. The functioning of the electromechanical parking brake is integrated into the rear brake calipers by means of the DSC system.

M Sport differential optimizes traction, agility, stability and cornering dynamics. The M Sport differential for the rear axle is available as an option for the BMW 330i in combination with M Sport suspension or Adaptive M suspension. The electronically controlled, fully variable locking function in the rear differential helps to appreciably enhance traction and cornering. The active differential lock also has a positive effect on directional stability and agility.

Using the DSC system to precisely limit rotational speed equalization between the inside and outside rear wheel when cornering optimizes the transfer of power to the road in all driving situations. The locking effect produced by an electric motor allows as much as 1,106 lb-ft of torque to be redirected from the faster-turning wheel to the slower-turning one. This means that, during rapid cornering, for example, any tendency to understeer can be countered effectively. Here, the engine’s power, which cannot be transferred to the road by the unloaded wheel on the inside of a turn, is deliberately shifted to the wheel on the outside of the turn rather than applying the brakes to neutralize its effect. This draws the car into the bend allows and allows the new BMW 3 Series Sedan to accelerate out of the bend with grip and speed.

The effect of the M Sport differential will be equally noticeable in a series of fast bends. The distribution of power to each individual wheel prevents the tendency to oversteer in situations involving multiple changes of direction and load. Here, the transfer of more power to whichever wheel is on the inside of the bend enables the driver to stick to the chosen course with increased stability and confidence. Similarly, when the driver changes lanes and brakes at the same time, directional stability is optimized through the transfer of power between the right and left-hand rear wheels.

Exterior design: an expression of sporting prowess. The exterior design of the new BMW 3 Series Sedan uses a combination of precisely drawn lines and strikingly contoured surfaces to create a modern interpretation of the sporting aesthetic. Its new design language provides a clear showcase for the athletic character of the car. The new 3 Series Sedan is 2.9 inches longer than its predecessor, 0.6 inches wider and 0.5 inches taller. These dimensions lend the latest-generation model dynamically stretched proportions and a muscular stature. The car’s 1.6 inch longer wheelbase and increased track widths of +1.7 inches front and +0.8 inches rear, meanwhile, have a direct and positive influence on its poise and agility.

In keeping with the sporting theme, the front end of the BMW 3 Series Sedan cuts a wide, low-slung and aggressive figure. The large BMW kidney grill elements are framed by a single surround and split up by wide bars that link to the headlight units. A technically sophisticated and visually smaller interpretation of the customary BMW twin headlights gives them a road-focused stare. Their familiar two-way split is emphasized by an eye-catching notch in the front bumper that rises up into the headlight contour. Full-LED headlights come as standard, while LED headlights with extended features and U-shaped daytime driving lights are available as an option. The optional Adaptive LED headlights with BMW Laserlight stand apart with their hexagonal daytime driving light rings and blue, L-shaped elements in the inner and outer light sources.

The hood is shaped by four contour lines flowing towards the BMW kidney grill. At its leading edge, it sits flush with the upper edge of the headlights and kidney grill. Below it, the front bumper has large surfacing and a modern look. Both the optional front fog lamps and the Air Curtains are integrated into the outer air intakes, which are inserted into the front bumper in a horizontal T shape on Sport Line and Luxury Line models. This design was originally developed by the National Advisory Committee for Aeronautics (NACA) for the intake air in jet engines and later became a feature on racing cars.

The car’s hood, long wheelbase, short overhangs and elegantly flowing roofline accentuate its sporting profile when viewed from the side. A pair of character lines, which rise up to the rear of the car at door-handle level, strengthen the visual impact made by the forward-surging body. A contour line near the side skirts guides the eye to the sculpted rear wheel arches.

Another feature treated to a striking new look is the Hofmeister kink – the familiar counter-swing at the trailing edge of the side window graphic. A BMW hallmark, this element of the window frame is now integrated into the C-pillar, giving the rear doors a “freestanding” glass edge. The new design language majors on clear forms and precise lines, and this approach is also visible in the transition of the flanks into the car’s rear end. Surface contours flow stylistically into the rear bumper from the side skirts and extend in an upwards movement via the rear lights up to the spoiler lip on the trunk lid. Horizontal lines and the slim, stylishly darkened light units housing L-shaped LED taillights give the rear a wide and athletic stance. The T-shaped trim elements in the outer edges of the rear bumper – which also include a light function in the form of reflectors – mimic the design of the front air intakes on cars with standard specification and on Sport Line and Luxury Line models. The exhaust system’s 80 or 90-millimeter (depending on the model variant) twin tailpipes play a role in the car’s arrestingly sporty appearance.

From launch, customers can choose from two non-metallic colors and ten metallic shades for the exterior of their new BMW 3 Series Sedan, including the new Portimao Blue metallic and Vermont Bronze metallic.

Interior: a classy route to sporting flair. The brand’s new design language brings a clear arrangement of surfaces to the interior of the new BMW 3 Series Sedan. This accentuates the increased spaciousness of the cabin and, together with the cockpit’s focus on the driver, enhances their focus on the road ahead. The instrument panel has a modern, light look, and its horizontal lines, high-quality electroplated trim strips and contours extending into the doors lend themselves to a feeling of width and elegance. The coordinated design of the door trim, instrument panel and center console create an all-round feeling of space and a sporting aura. With their dynamic lines and clasp-style door openers, the front and rear door trim panels create a neatly coherent impression. The newly designed instrument cluster and Control Display form a large surfaced screen grouping, while the controls not included in these units are clustered into clearly structured function panels. In the center of the instrument panel, the displays and buttons for the air conditioning and the central air vents form a sharply designed unit, while the light functions are operated from a panel of buttons next to the steering wheel. The start/stop button for the engine is now positioned in a classy control panel in the center console, where the gearshift lever or newly designed selector lever is joined by the iDrive Controller and the buttons for the Driving Experience Control switch unit and electromechanical parking brake.

The range of standard and optional interior trim elements available for the instrument panel and center console has been almost fully replaced. As well as elegant open-pore fine wood options, customers can choose from finishes including Aluminum Mesh Effect.

Distinctive style: Sport Line, Luxury Line and M Sport The equipment lines offered as an alternative to standard Sport Line specification for the new BMW 3 Series Sedan enable further individualization of the car’s appearance. Carefully coordinated design and equipment features for the exterior and interior allow the Sport Line model, Luxury Line model and M Sport model to focus more intently on either the dynamic driving experience or luxurious elegance of the four-door car. As well as a line-specific front- and rear bumper design, they also come with exclusive light-alloy wheels in 18-inch formats, bespoke door sill strips and LED front fog lamps.

The standard Sport Line model interior, includes trim strips in high-gloss black and sports seats for the driver and front passenger. The Luxury Line uses chrome applications for the BMW kidney grille, front air intakes and rear apron to bring out the car’s elegant side even more prominently. Vernasca leather trim, Sensatec instrument panel and door trim, and fine wood interior trim strips in high-gloss Ash grey brown enhance the interior’s premium ambience.

The M Sport model variant of the new BMW 3 Series Sedan is all about the complementing the car’s handling and appearance. The Line’s standard M Sport Suspension or optional Adaptive M Suspensions are enhanced by Variable Sport steering. This variant features larger air intakes in the front end and an equally distinctive design for the side skirts and rear bumper. These elements are joined by BMW Individual high-gloss Shadow Line trim, kidney grille bars in High-gloss Black, air intake trim in High-gloss Black and a rear diffuser in Dark Shadow. The design of the interior is also focused one-hundred per cent on the car’s sporty driving experience, thanks – among other things – to sports seats with M-specific upholstery, an M leather steering wheel, an anthracite-colored BMW Individual headliner and interior trim strips in Aluminum Tetragon.

Interior and equipment: Refined premium ambiance and innovative options. The cabin of the new 2019 BMW 3 Series Sedan was designed to offer a modern space with a focus on driving enjoyment. The driver, the front passenger and those travelling in the three rear seats will appreciate the extra space over the predecessor model, not just on long distance journeys but in everyday driving too. Higher quality materials, precise build quality and numerous meticulously crafted details set the tone for the refined premium character of the four-door sedan.

The standard sports seats provide very good lateral support and have an even greater range of adjustment. The new Vernasca leather upholstery available as an option has an exceptionally high quality feel. It comes in a choice of five colors and includes special decorative quilting and seam patterns, which vary according to the equipment line.

Shoulder room in the front of the cabin has increased while passengers in the rear benefit from more legroom, and all occupants now enjoy more headroom than in the new BMW 3 Series Sedan’s predecessor. Seating comfort in the rear has been improved significantly, and long journeys are now a more comfortable experience for the passenger in the middle of the three rear seats.

Getting in and out of the car is now easier for the rear passengers in the new car, as the modified roof edge and side skirt contouring has increased the height of the door aperture, while the distance between the front and rear seats has been extended by 0.4 inches. The rear compartment can accommodate a row of three child seats, two of which can be locked into place using ISOFIX anchor points. This is now an easier process, as the bars in question are positioned further to either side.

Optimized all-round visibility, glass roof with far larger surface area. The slender A-pillar trim, the new location of the Control Display and the rearview mirror’s ultra-slim frame all serve to optimize the view through the windscreen at the same time as adding to the interior’s more spacious feel. The view to the rear has also been significantly improved. Customers opting for the glass roof, will be greeted by a larger glass area that can be better enjoyed by rear seat passengers.

The new BMW 3 Series Sedan’s trunk capacity has been increased from 15.8 to 17.0 cubic feet, and its new partitioning into primary luggage compartment and separate storage compartments has created an additional 1.3 cubic feet of space. The optional Storage package adds features such as extra storage areas, partition nets on both sides of the trunk, bag hooks, and a 12V socket. The standard 40:20:40 split-folding rear backrest makes it easy to transport particularly large and bulky items. If the Comfort Access option is specified, the car will automatically unlock when the keyfob is detected in its immediate vicinity and lock again when it moves out of range. This feature’s functionality includes hands-free opening and closing of the trunk lid. A new movement sensor in the key permanently monitors whether the key is being carried (and therefore is always transmitting) or has been put down on a table, for example, allowing it to switch into standby mode with the transmit function deactivated.

Ambient lighting: an atmospheric interior mood The standard lighting for the cabin of the new BMW 3 Series Sedan is composed entirely of LEDs. This includes the reading and interior lights in the front and rear, as well as the lighting for the glove compartment, the storage compartment under the center armrest, the footwells, the mirrors in the sun visors and the boot, plus the courtesy lights in the doors. The optional ambient lighting results in atmospherically rich illumination of the cabin, which can also be adjusted as desired. The additional indirect lighting of the contour lines running along the instrument panel and the door paneling uses precisely positioned LED fiber-optic light guides to create a dynamic, exclusive mood. A total of six light colors and eleven combinations of brightness, light distribution and color scheme for all light sources in the interior can be selected from the iDrive menu. In addition, the Dynamic interior light function emits pulsating light signals in specific situations. These signals appear on the inner trim of an open door when the engine is running and on the instrument panel in response to an incoming phone call. Another of the optional ambient lighting’s functions is the Welcome Light Carpet, which illuminates the approach to the doors when they are unlocked using the central locking or a door is opened.

Adaptive LED headlights with BMW Laserlight. In standard specification, the task of illuminating the road ahead falls to full-LED headlights that use LED units not just for low beam and high beam, but also for the daytime driving lights and direction indicators. The optional LED headlights with extended features include a dynamic cornering light function, and employ U-shaped LED units in the inner and outer headlights as daytime driving lights. Automatic High Beams are available as an additional option in conjunction with both headlight variants. The LED fog lamps (also optionally available) are horizontal in form and integrated into the outer air intakes.

For even better visibility when driving at night, customers can opt for the Adaptive LED headlights with BMW Laserlight, which offer variable illumination of the road ahead and a non-dazzling high beam. Blue, L-shaped accents inside the signature twin headlights reveal the presence of this highly sophisticated lighting technology. Innovative technology is employed for cleaning the windshield too. The wiper arms with integral spray nozzles specially developed for the new BMW 3 Series Sedan allow the washer fluid to be distributed in a very even manner, ensuring it does not impair the view through the windscreen at whatever speed the car is travelling. Optimized acoustics: climate control, A-pillars, windscreen and doors

The new BMW 3 Series Sedan comes standard with a rain sensor, automatic headlights, a hands-free phone system and three-zone automatic climate control with independent control of the temperature and ventilation settings for the driver, front passenger and rear passengers. The acoustic properties of both systems have been improved. The air ducts and outlets have been redesigned and pressure losses reduced, leading to a perceptible decrease in flow noise when the ventilation, heating or air conditioning are operating.

Body improvements to divert wind noise further boost acoustic comfort, while the structural foam used to fill the A-pillars lessens the amount of wind noise that reaches the interior. Acoustic glass for the windscreen is part of standard specification for the new BMW 3 Series Sedan. This type of glass is available as an option for the side door windows.

Audio and sound The BMW Live Cockpit infotainment system with the standard hi-fi audio features ten speakers and an amplifier with 205 watts of output. Those looking to bring the ultimate in audio quality to the new BMW 3 Series Sedan, can select the optional Harman Kardon surround sound system, which upgrades the system to 16 speakers and a digital seven-channel amplifier generating output of 464 watts.

Driver Assistance Systems The new BMW 3 Series Sedan takes the exciting driving experience to new heights. But it also assumes a pioneering role when it comes to assistance systems designed to ease the driver’s workload in monotonous driving conditions – such as traffic jams – and lends a helping hand in awkward maneuvering situations. The new model generation offers a far wider choice of standard and optionally available systems which enhance specific aspects of comfort and safety. This array of advanced driver assistance systems takes the new BMW 3 Series Sedan further along the road to automated driving than any of its rivals.

Camera images and the data gathered by radar and ultrasonic sensors are used to monitor the vehicle’s surrounding area and either alert the driver to hazards or minimize the risk of an accident by means of corrective braking and steering. The optional Active Cruise Control with Stop and Go braking function helps to make life easier on long-distance journeys by automatically accelerating or slowing down the car to maintain the desired speed set by the driver. The set speed can be imported directly from the optional traffic sign recognition system’s display. The Active Cruise Control system with Stop & Go function goes even further to help the driver by not just maintaining the chosen cruising speed but also keeping a safe distance from vehicles travelling ahead. The system is operational in a speed range from 0 – 130 mph and is able to brake the vehicle to a standstill, if necessary. The maximum length of time that can pass before the car starts off again automatically has been extended to 30 seconds. In order to determine the ideal moment to pull away, the system’s sensors now register not only the vehicle immediately ahead, but the one in front of that as well.

The new BMW 3 Series Sedan comes standard with the Active Guard Collision and Pedestrian Warning with City Braking function, the latest version of which also alerts the driver when a cyclist is detected. Depending on the situation, the system can bring the vehicle to a halt to either avoid a collision or minimize its consequences. The optional Driving Assistant includes Lane Departure Warning and Blind Spot Detection systems, which operate from 44 – 130 mph and from 12 mph to the car’s top speed respectively, and help the driver to guide the car back onto the correct path with a steering input. The Driving Assistant’s remaining functions also include Rear Collision Protection and Cross-Traffic Alert, thereby reducing the risk of a collision when reversing into roads that are obstructed from the driver’s view. To help it keep an eye on what’s happening behind the car, Cross-Traffic Alert is able to employ both the radar sensors in the rear apron and the rear view camera.

Driving Assistant Professional: the ultimate in comfort and safety The optional Driving Assistant Professional offers the full complement of assistance systems for comfortable and safe motoring. Underpinning it all is a trifocal camera co-developed with Mobileye, working in conjunction with a front facing radar. This complete package makes its systems available in an exceptionally wide range of situations. In addition to all the components of the Driving Assistant and the Active Cruise Control with Stop & Go function, it also includes the Steering and Lane Keeping Assistant, which takes its cues from road markings and vehicles driving ahead and works together with the driver to help keep the vehicle in the detected lane. A dedicated button on the steering wheel’s left-hand spoke ensures the systems are easy to operate. Pushing it once activates both the Active Cruise Control and the Steering and Lane Keeping Assistant.

The Driving Assistant Professional also features the Lane Keeping Assistant with active side collision avoidance. As well as emitting visual warning signals and causing the steering wheel to vibrate, active side collision avoidance also uses a steering input to help avoid collisions. Rounding off the Driving Assistant Professional’s extensive list of functions are the evasion assistance, which now also reacts to pedestrians and Cross-Traffic Alert.

The Extended Traffic Jam Assistant is designed to help the driver during the most tedious driving environment, stop and go traffic. Designed to operate on limited access highways at speeds up to 37 mph, this system integrates Lane Keeping Assistant, Active Cruise Control with Stop and Go and a driver attention monitoring camera that removes the need to touch the steering wheel every 30-50 seconds if the driver’s attention is clearly on the road ahead.

BMW Head-Up Display: Larger projection area and optimized graphics The optional BMW Head-Up Display helps the driver to enjoy focused and extremely safe driving in the new BMW 3 Series Sedan. It projects driving-related information directly into the driver’s field of vision on the windshield, where it can be assimilated without the need to divert their eyes from the road. The latest generation of the system boasts a projection area 70 per cent larger than in the outgoing BMW 3 Series Sedan, plus enhanced graphics and additional display readings. The information projected by the BMW Head-Up Display includes the car’s speed, speed limits and overtaking restrictions, Check Control messages, status indicators and warnings from the assistance systems, detailed route guidance and turn instructions, and telephone and entertainment lists.

Another feature activated in conjunction with the BMW Head-Up Display is distance warning, which is part of the Active Cruise Control system’s set of functions and flashes up a graphic icon to alert the driver when they get closer to the vehicle in front than the pre-set minimum distance.

Parking Assistance Package Plus with Back-Up Assistant: maneuvering with ease Drivers of the new BMW 3 Series Sedan are also able to rely on the comprehensive support of innovative assistance systems when parking and maneuvering. The optional Park Distance Control (PDC) with sensors at both the front and rear provides visual and acoustic signals to prevent collisions with obstacles located to the side or rear of the vehicle. The optional Parking Assistance Package goes further with Automatic Parking, which automatically selects either parallel or perpendicular spaces along to the road, and maneuvering into them. The latest version of the system takes care of steering the car, accelerating, braking and automatic transmission shifting. What’s more, Automatic Parking can now also be used to automatically maneuver out of parallel parking spaces. Here, the driver first specifies the direction in which the parking space is to be exited by switching on the turn signal for the appropriate side. The system then guides the vehicle – using reversing and steering inputs – into a position from which the driver can leave the parking space with the steering turned to the same angle.

Another of the Parking Assistant’s features is the innovative Back-Up Assistant, which helps the driver to exit parking spots or maneuver when space is limited. This system is the only one of its kind in the new BMW 3 Series Sedan’s segment. Back-Up Assistant offers the highly convenient option of automated reversing in confined spaces or situations where the driver does not have a clear view, such as narrow parking garages or entrances to courtyards. To do this, the system stores the steering movements for any section the car has just driven forward along at no more than 22 mph. The system is then able to reverse the vehicle for distances of up to 50 yards by steering it along exactly the same line it has just taken when moving forward, while all the driver has to do is operate the accelerator and brake pedals and monitor the area around the car. The Back-Up Assistant can back the car up at a maximum 5.5 mph.

The rear view camera and the functions included with the optional Parking Assistant Package provide drivers with an excellent overview of the situation when parking or exiting parking spaces. The Park View, Panorama View and Remote 3D Top View features are used to create a 360° image of the vehicle and its surroundings – from different perspectives – in the Control Display. Meanwhile, the Remote 3D View function gives drivers the ability to call up a three-dimensional live image of their vehicle and its immediate vicinity on their smartphone.

Displays and iDrive: Premier for the BMW Intelligent Personal Assistant Making its debut in the new BMW 3 Series Sedan is the BMW Intelligent Personal Assistant, an intelligent, digital character that responds to the prompt “Hey BMW”. The BMW Group is set to revolutionize driving pleasure with the BMW Intelligent Personal Assistant and, in so doing, enter a new era in which drivers will increasingly be able to operate their car and access its functions and information simply by speaking. The range of functions and skills available will be constantly expanded as part of regular updates.

BMWs acquire a digital personality The BMW Intelligent Personal Assistant learns routines and habits, and is subsequently able to apply them in the appropriate context. He helps the driver, learns their preferences and is familiar with their favored settings – e.g. for the seat heating or the places they drive to frequently using the navigation system (“Take me home”). It is familiar with the vehicle’s functions and is able to operate them as required. Saying “Hey BMW, I’m cold” will prompt the BMW Intelligent Personal Assistant to adjust the temperature inside the car accordingly. The assistant will benefit from technical upgrades and be able to learn more and more preferences and favored settings. The assistant takes further strides forward with every command given, every question asked and every setting selected.

A constant on-board companion: the digital BMW expert The arrival of the BMW Intelligent Personal Assistant ensures there is always a genuine BMW professional on board. He is able to explain all sorts of different functions (“How does the High Beam Assistant work?”), provide current status information (“Is the oil level okay?”) and help answer questions (“What warning messages do I have?”). He knows the driver’s favorite settings, and can even activate a combination of them to enhance well-being. For instance, “Hey BMW, I feel tired” triggers a vitality program that adjusts the lighting mood, music and temperature, among other things, in order to make the driver feel more awake.

The perfect driver assistant The Intelligent Personal Assistant is, in short, the ideal co-driver and comes in particularly useful during everyday driving (“Hey BMW, what is the closest gas station on my route”). To make navigation particularly easy, drivers can give him access to their calendar and contacts, which will enable him to find parking spaces at the destination, provide information on traffic jams along the route and remind the driver when they need to set off. It also learns destinations the customer drives to frequently.

BMW Digital Key: turning the smartphone into a car key The BMW Digital Key employs Near Field Communication (NFC) technology to allow the new BMW 3 Series Sedan to be locked and unlocked from a compatible smartphone, removing the need for a conventional car key. Holding the smartphone up to the door handle opens the car. Once inside, the engine can be started as soon as the phone has been placed in the wireless charging or smartphone tray. Accessible via the BMW Connected app, the Digital Key offers unrivalled flexibility. The BMW Digital Key is compatible for all NFC-capable Samsung Galaxy smartphones running Android 8.0 and above. Compatibility is limited to select carriers.

Connected Navigation with new digital services “Connected Navigation” encompasses a number of digital services that are designed to turn seamless and contextual route planning both inside and outside the BMW into a more sophisticated experience. Drivers of the new BMW 3 Series Sedan will be able to send destinations from various apps straight to their car’s navigation system. The most important destinations will be stored in BMW Connected and synchronized with the car, so that the key addresses can be accessed from any device at any time. One particularly helpful new feature is the Parking Finder, which proposes various parking options to the driver before the destination is reached. This service includes providing information on parking garages as well as on street parking spaces with a particularly good chance of being available near the destination. The existing On-Street Parking Information and ParkNow services have been intelligently incorporated into the new assistant’s scope of functions.

BMW iDrive display and control: The right information at the right time The newly designed instrument cluster/Control Display screen grouping and extended functionality take intuitive operation to the next level in the new BMW 3 Series Sedan, while helping drivers to concentrate even more effectively on the road ahead. The standard BMW Live Cockpit features iDrive 6.0 with an 8.8-inch digital touchscreen Control Display and a 5.7-inch digital instrument color display.

The optional BMW Live Cockpit Professional upgrades the interface with a 12.3-inch high-resolution digital instrument cluster display and a 10.25-inch digital touch screen Control Display featuring the all-new iDrive 7.0 Operating System. This equipment package also features the Connected Navigation system, a hard drive-based multimedia system with 20 GB of memory, Touch Controller, one USB-A and one USB-C port for data transfer, Apple CarPlay and WiFi interface.

BMW Live Cockpit Professional also brings enhanced BMW iDrive 7.0 benefits to the new BMW 3 Series Sedan. The latest generation of BMW iDrive boasts fully digital displays and is geared even more closely to the driver’s personal needs – with the aim of maximizing their attention levels. The system’s clear presentation and structuring are designed to provide drivers with the right information at the right time, aided further by the customizable and personalized displays. The redesigned information display in the middle of the instrument cluster now leaves enough room for an excerpt from the navigation map, for instance. In the main menu on the Control Display, the driver is able to configure up to ten pages, each showing two to four pads (tiles) with live content.

The intuitive multimodal interaction between driver and vehicle has undergone further improvement. The Control Display graphics adapt depending on the operating method, the voice control system (based on natural language understanding) is better than ever before and the optional BMW gesture control now works with two extra gestures, bringing the total to seven. Depending on the situation, the driver can operate the various functions using the familiar iDrive Controller, the steering wheel controls, touch control, voice control or gesture control.

2019 BMW 3 Series 330i & 330xi Specifications

Introducing the 2019 BMW 3 Series Sedan BMW introduced the all-new 7th generation 2019 BMW 3 Series at the Paris Auto Show. The design is very complimentary to the previous generation.

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Cylinder Heads: Relevant Information About Them That You Should Know

A cylinder head is that part of an engine that houses components like the intake and the exhaust valves. Its purpose is to tightly seal the top of the cylinder so as to create the combustion chamber. The head also tends to form the housing for the valve gear and spark plugs.

Thus, in a nutshell, the head is the mechanical control center of the engine, and it is the meeting point for the parts like intake, exhaust, ignition, and fuel systems. Cylinder heads are also known for keeping the car from overheating and housing a few parts that are highly necessary to the combustion that makes the vehicle run.

Considering the modern advancements and ease in buying products, if you are looking online to get the best jaguar xk 4.7 stroker kit price along with other engine parts for your Jaguar, it's highly recommended to go online. Because websites offer huge discounts ad quality assurance, it's often the suggested step to go for.

Cylinder Head: The Types

Flat Head - Flathead cylinder heads were the first type that evolved initially, and they didn't have any moving parts and only provided necessary protection for the cylinder block. The airflow is inefficient for the flathead cylinder head and leads to the engine performing poorly.

Overhead Valve - The overhead-valve type is superior to the flathead cylinder head. The camshafts are located above them, with pushrods and valves connected to ensure that airflow is highly smooth and efficient.

Overhead Camshaft Cylinder Head - This type is considered an advanced cylinder head design. The camshaft position is found right inside the head, which ultimately means that there is no need for any pushrod. The airflow is much better, therefore, making the engine highly efficient and performance-centric.

Cylinder Heads: The Potential Problems

One of the most common problems with cylinder heads is cracks that occur due to engine overheating. A cracked cylinder head leaks the coolant, consequently resulting in failing of the engine cooling. Additionally, all of this can be highly detrimental to the engine and result in costly repairs over time.

Other potential symptoms of a bad cylinder head include poor engine performance and engine misfires. Therefore, if you search online to replace your old or defective cylinder head, make sure you know something about it before you make a choice. Many sellers stock a wide range of makes and models for every car model out there, so chances are you'll have no difficulty in finding one for your car.

Conclusion

A cylinder head is an integral part of a car engine. As mentioned above, it is responsible for most of the machine's functions. Therefore, make sure you buy quality products concerning the same only from recognized websites.

Author’s Bio - The author is a blogger and this article discusses the relevance of cylinder heads in car engines.