#link ecu

[dtphan824]

Panic Grand Prix 2023 - The Best Corolla Event in the US?

I was supposed to have written this post about a week ago… but life happens…  I won’t make this post too long (I lied) since I have to catch up with a bunch of video editing projects so bear with me on the lack of writing (I’m not even good at it lol). Panic Grand Prix 2023… What is the Panic Grand Prix?? The Panic Grand Prix is a customer appreciation event for Panic customers and friends with…

[boxboxblog]

How Do F1 Cars Work?: Braking, Cooling, Sensors

I never know how to start these posts. Let's dive in.

Braking and Cooling

Brakes are an incredibly important part of any car, but most especially in F1. With the speed and power the cars have a sensitive, sturdy, and strong braking system must exist. In the case of modern cars, F1 uses an extremely efficient and durable carbon-carbon disc brake system. This allows the car to screech to a halt in a split-second, and allows drivers to use their speedy reaction times to the best of their ability. When the driver steps on the brake pedal, it compresses two master brake cylinders, one for the front wheels and one for the rear, which generate fluid pressure.

For the front tires, the fluid pressure is delivered directly to the front brake calipers (part that houses brake pads and pistons). Inside each caliper, six pistons clamp pads against the disc and it is this friction that slows the car down. For the rear tires it is a bit different.

At the rear, the car can brake by three separate sources: friction from the brakes, resistance from the spinning engine (engine braking) and electrical braking that results from harvesting energy from the MGU-K . Although the driver can adjust each of these on his steering wheel, when he presses the brake pedal, the three systems work together via the Brake By Wire (BBW) system.

When the driver presses the pedal, the fluid pressure generated in the rear braking circuit is picked up by an electronic pressure sensor. The signal from this sensor represents the overall rear braking demand from the driver and is passed to the Electronic Control Unit (ECU) where it is turned into a series of commands to brake the rear of the car. The ECU distributes its efforts to the three systems according to the the set up of the car and this is altered by the way that the driver has adjusted the switch settings on the steering wheel. This is what teams mean when they say changing the setting on the car.

Going hand-in-hand with braking, cooling is another important part of the car, especially for brakes. Basically, there is a series of systems that cools the power unit, brakes, and electronics. If the car overheats, it can lead to damage and lack of performance. There are a few ways to cool. Radiators cool the engine and hybrid system. Intercooler cools the air that the turbocharger compresses before it enters the engine. Brake cooling ducts bring air to the brakes in order to stop them from overheating.

2. Electronics and Sensors

So i'm sure many of you have looked at the steering wheel and been baffled that this thing that looks like a Nintendo Switch steers that car. The F1 steering wheel is incredibly complex and has a variety of buttons, screens, and knobs. For example, on the steering wheel is an area for strat settings, where their plans for all eventualities are mapped out. There is also a rotary knob for MGU-K settings, where drivers can switch around when faced with possible failures. The menu allows drivers control over every setting in the car. Beyond that there is the pit lane speed button, gear change buttons, race start button, energy recovery button, and brake balance knob, among others. It really tells you how much drivers do in a race beyond racing.

Other than the steering wheel, there is also the telemetry, over 300 sensors which gathers race data and sends it back to engineers on the pit wall. This way, engineers can either remotely alter settings and strat, or advise the driver on what to do.  F1 uses a customized mesh wireless network system based on WiMax 802.16 at each racetrack. The sensors record data, which is then temporarily stored in the Electronic Control Unit (ECU), which controls functions like engine performance and power steering. That sensor data then travels wirelessly to a centralized location managed by F1. F1 then sends the data to the relevant team, of course very securely. Teams then use a system called Advanced Telemetry Linked Acquisition System (ATLAS) to view and analyze sensor data.

The final pretty important electronic devices on an F1 car is the many many cameras. The most recognizable camera is found in the "T" structure that sits atop of every F1 car. It gives viewers that top-down, forward facing view used often by broadcasters. this is also how viewers often distinguish between cars of the same team. One driver will have a yellow camera, the other has black. The two nose cameras provides a view of the front wing and low circuit. The 360 camera is on top of the chassis and provides a wide view of the race track, and everything else around the car. The driver facing camera is pointed directly at the driver and helps keep track of how they are doing, and in the event of the crash helps marshals and rescuers figure out the best way to help. The two rear cameras are settled on a rear facing structure, and allows the pit wall to see what is going on directly behind the driver and advise. Beyond these ones, drivers also have cameras inside their helmets, showing exactly what they see. Can't get away with much in an F1 car.

3. How They Work Together

So, we now know the basics of most parts of the car. But these parts all must work together before that car will go anywhere. How do they do it?

One of the more obvious relationships is between aerodynamics and power. The better the aerodynamics, the more usable the power is. They also work in tandem around different parts of the track. On corners the aerodynamics keep the car stable while the power peters off. On straights the power keeps the car boosted. Suspension and tires are also very connected. It is the suspension that keeps the tires on the ground. A good suspension will also mean that the tires are easier to manage, something any driver knows is highly important. Brakes and ERS are also connected because the brakes help recover ERS, pretty simply. Also the cooling system works with most of teh car, cooling engine, tires, and brakes. The biggest connection is probably between all the sensors on the car. They are connected to every single part, and even a small bit of damage can destroy them. The non-sensor components have to accommodate for the sensors and work perfectly with them in order for proper data to be sent back.

The ultimate goal of engineers is to create a car that works in harmony all together. The integration of the engine to the chassis is highly important. There have been cars that the parts were fantastic on their own, but the minute they were put together stopped working completely. Its why teams that produce their own engines have such a leg up over non-manufacturers. Its also why sometimes you will see a car that is running poorly until one small thing is changed, and then suddenly its brand new. Car harmony really is terribly important.

Alright, done! While I covered most of the important stuff, as always if there is any particular part of the car anyone wants me to dive deeper into, please let me know.

Cheers,

-B

[understeerking]

Part 2: chatting with Yuji san, he said they had just returned from the Drift Tengoku 90's style Matsuri at Mobara Circuit. An event where all the cars had to be Old-school style and it sound amazing! Looking over his pink 180sx, I noticed a small Wakos oil sticking out the passenger fender. When I asked what it was, he said it was for the wastegate dump. With the cars' 90s look, I assumed it had a "boost up" or an older bottom/mid mount turbo. Instead, he had a top mount GT30 setup, making about 350hp if I remember correctly. His son's car also ran a GT30 with a Link ecu. His fuel setup was all SARD. Back in the day, all you would see was Rom tune, Power FC, or HKS F-Con. So it's cool to see some newer tech being used. With the small wheels, these cars must spin the tires like crazy, lol. The B-Wave cars were also joined by two X90 MarkII's from the Night Walkers. I will share those next.

[dognonsense]

Link to digital version of the ECU art show!!

Art show

[doughguts-art]

Okay okay back with more Bandit questions and observations now!!! Hi!!! First off, what's the model of his gun? Literally just curious, really doesn't mean anything unless I feel like drawing it lmao. Secondly, what's his thoughts on the people in power/the guardians + the queen (I'm lumping the Judge into the guardians)? You said he won't work when he can survive well on his own, but does his dislike stretch out to even wishing harm on the guardians? Actually, does he know if a guardian dies, their Zone dies, too? How knowledgeable is he on the world of OFF's lore and how it functions?? Thirdly, does he have any friends I should know about? You drew him interacting with Project Goldfinch/Just Finch to break up the text in my first ask, what's their relationship? Does Bandit scam him to hell and back, or do they just casually chat every now and then? Fourthly, I VERY BRIEFLY checked out Ask Bandit and here are some observations I made: Uno, how come you ship him with Red from Animal Crossing? Is it cuz they both steal and resell?? If so, that's hilarious and I love your sense of humor. Dos, when drawing him with Elsen 7 I did not know Bandit currently resides in Zone Three, because 7 lives in Zone One. This whole time I was under the impression he travels through Zones for some reason lol? I guess that's my curse of having a handful of ECU Elsen that do that themselves lmao. Last but not least, not something Ask Bandit related, just generally speaking, would you like to see any future doodles I make of Bandit, whether he's interacting with my own OCs or otherwise? If not, I totally get it lol. Sorry if this is too many questions btw!! You're free to infiltrate my inbox with silly questions too if you want, just to make it more fair. Thank you! :]

Apologies in advance, I didn't make any new Bandit art for this post so I'm just linking something I drew in April that I don't think I shared to tumblr XD Answer time!

I modeled Bandit's gun after a Glock?? Kinda?? I didn't really reference a specific model, more like loosely inspired. I probably should create a prop-reference for it, but I haven't yet.

Bandit's dislike for authority does not stretch to wanting to take out the guardians. It would be counter-intuitive to his role as a merchant to kill off his customers by killing off the guardians. Bandit cares too much about profit, and although the guardians are annoying, without them he wouldn't have profit.

Bandit is fully aware on how the world of OFF works, it's inner workings, and other meta things.

Bandit will say anyone is his friend, even if they clearly hate him. Louis would be the only one that would truly think of Bandit as a friend (except maybe my elsen-sona, but they're a mary-sue type oc and should probably not be counted if we're talking in-universe/story lol)

As Finch is the protagonist in my game concept, Bandit will be the merchant selling them items. Finch is distrusting of Bandit, but sees him as a necessity in their mission. I do have an idea where Bandit does steal something from Finch to propel the plot, but who knows if that'll stay in the final lol

Bandit x Redd is a joke ship created by @brandy-elsen (tagging the account it was posted on and not your current account because I do not wanna waste a tag on this I am sorry Brandy AHHSGFG). All the credits to her for the comedic genius. I think you guessed right as to why that ship exists tho. I just drew it for that post because it met the "two pieces of fanart" criteria I set.

Bandit travels the zones, your initial assumption was right. He is only in Zone 3 on the askbandit blog because of the story being told on there. He's gotta refill his stock of sugar manually since sugar happens to be one of the things he cannot magically pull from his pack.

I would love to see future doodles you make of Bandit! I like collecting all the fanart I get and posting it (with credits/links) to his gallery on toyhouse.

I'm terrible with asking questions, but I'll keep your offer in mind if I have any in the future! :D

a dapper Bandit in a suit

[khylamarieren]

I am starting a new series on Youtube where I read one of my journal entries and dissect it a little bit. If you are interested in watching, here is the link : https://www.youtube.com/watch?v=eCu-EfnDTXU&t=37s 

[deke-rivers-1957]

My Year in Review

Idk why tumblr didn't do this like they did last year, but I'm making my own.

First I'd like to thank the 184 followers who have shown interest in my work throughout the year. I hope to continue making good content in the next year.

Now what exactly have I done this year? Admittedly the first few months of the year was slow do to finishing my last year of college. I only made a handful of posts a month until the summer. I was just unable to do any big project because I simply didn't have the energy. My Jailhouse Rock review was announced last November and wasn't finished until March. In fact when @georgefairbrother requested my next 2 films back on March 30th, I didn't get my first request done until October 4th about 6 months later. Since then, I was able to do one review a month. My goal is to keep up that pace and review 12 Elvis movies this next year. I still plan on continuing to make installments for the ECU tier list where I rank each Elvis character based on their fighting ability. I think the decision to make a tidbit post for each character after I finished a movie helped maintain interest in the project.

But it isn't all doom and gloom as I've also been working on several new projects. Back in June I started releasing this one story called The Greatest Hero in the Empire. It's a fanfic in which Toby Kwimper from Follow That Dream is a gladiator who goes through a lot of trials just to obtain his freedom. It hasn't quite performed as well as I wanted it to, but a note here and there is very much appreciated. Link to the story is on the master list. I've been dabbling in oneshots since then and even got my first request from @fairybloodsucker to do a story about Dr. Carpenter.

I've expanded into doing rps with the lovely @mercsandmonsters and @vintagepresley. You can find my rps with @mercsandmonsters using the rp tag on my blog. My rp with @vintagepresley can be see on her blog where I portray Sheriff Kwimper, Scott Heyward, Clint Reno and Pacer Burton.

In September, 2 new projects were created: The ECU bio cards and ECU High. Both have garnered a lot of support and I couldn't be any happier. Those of course will be continued next year and I hope people will still find it as enjoyable as when I started it. Links to each chapter/installment can be found on the master list.

So what do I have planned for next year regarding new projects? Outside of continuing to release installments for current projects I admit I have no idea. Depending on my ability to stick to the plan of one review a month, I might create a new project where after every 10 or so movies, I rank them. Hopefully I'll be able to make 2 installments of that as I'd be at 20 films by the end of next year.

Ultimately thank you all for interacting with me and my content this past year. I hope to hear more from you all about requests and various projects throughout the year.

Happy New Year!

[taptroupe]

I'M GONNA BE IN AN ART GALLERY WOO

if you are in vancouver CHECK IT OUT IF YOU WANT :)

Inscapes: Our Landscape Within explores the vulnerable landscapes and stories that contribute to the diasporic language of identity. Through invisible and visible traditions, the exhibiting artists have reclaimed history and demonstrated the shifts in today's cultural and material history. Its social construct has guided the interrelationships between memory, healing and trauma.

These stories echo the voices of communities as they become sentinels of social change and create spaces of conversations centered around equity, inclusiveness, and greater diversity.

In celebration of our stories, Inscapes: Our Landscape Within has interwoven our voices and experiences of a generation.

The exhibition features 10 emerging BIPOC artists including ECU alumni Alayna (WHOA ME), Jermaine Oxley, Karl Hipol, Katrina Abad, Frankie McDonald and Keimi Nakashima-Ochoa alongside current student Jun Luo. Other participating artists are Adeline Poufong, Crystal Noir, and David Acquino.

Opening Reception: January 26, 7 - 10 PM Gallery Hours: Tuesday - Saturday, 10 - 5 PM

Exhibition runs until April 1! uh search it up on goggle i'm sure it's there i don't wanna link something and it gets my post flagged

[harapeveco]

im confused, a lot of ppl say that Promise is mlm but others say that they're brothers?? So are they brothers or not?

Oks so the answer to that is kinda complicated but lets say yes and no at the same time, they are Schrödinger’s duo LMAO

Basically when Promise came out it was tied up to a writing contest (I don’t remember all the details about it bc it’s been years since Promise came out but those are the basics) and on said constest you had to write a story about these two characters and to my understanding Eve would be the one choosing the winner and said winner would have their story be a radio drama with voice actors and everything. Think of it as fanfiction treated seriously

In the end the story that won was one where they end up being half brothers (they have the same dad but not the same mom) and a lot of dramatic stuff about it happens that then leads to the MV’s story. Now considering it’s basically a fic a lot of people seem to take this as a hc instead of canon since it’s the ECU and everything goes aside from the fact this is never discussed in the MV so they don’t see a reason to think it’s canon but others seem to agree they are related. I personally like the half brothers take on it since most of Eve’s MVs seem to touch romance in some way (and if they aren’t they are just about a depressed guy LMAO) I don’t think it is an original idea but something different for this fandom but yeh ig if you want them to be mlm they can be but there’s also the chance someone who has listened to the radio dramas tell you that’s not right. Again with Eve media everything is possible sooooooo

Anyway idk if they were meant to be related or not but Eve liked the idea so for now we can assume that’s how he sees those characters

Btw if you want to listen to the radio drama I left a post explaining a bit the situation and that links to those episodes too!

[tprplus]

Greetings! I’m currently providing services of KDMAX Pro Tuning as an authorized dealer in Puerto Rico. For english click the link for the website.

Saludos! Estoy dando el servicio de KDMAX Pro Tuning como dealer autorizado en Puerto Rico.

[willysworkshopqld]

Business Name: Willys Workshop

Street Address: 6/9 Commerce Ave

City: Warana

State: Queensland

Zip Code: 4575

Country: Australia

Business Phone: (07) 5619 7869

Business Email Address: sales@willysworkshop.com.au

Website: https://willysworkshop.com.au/

Facebook: https://www.facebook.com/willysworkshopsc

Business Description: Willys has a fleet of fully qualified mechanics for routine servicing, upgrades and is even available for emergency breakdowns. We specialise in heavy machinery, 4x4 performance and fleet management. We offer a variety of service options, intervals and can even complete the work at your location for your convenience.

Google My Business CID Link: https://www.google.com/maps?cid=18250322558584417739

Business Hours: Sunday Closed Monday 7am-5pm Tuesday 7am-5pm Wednesday 7am-5pm Thursday 7am-5pm Friday 7am-5pm Saturday 8am-2pm

Payment Methods: Cash Visa Master Amex Paypal Afterpay Zip Humm Openpay

Services: Forklift & Machinery Repair, Fleet Management, Logbook Servicing

Service Areas: Sunshine Coast

Keywords: Diesel Mechanic, Diesel Performance Tune, Truck Repairs, Machiney Repairs, Forklift Repairs, ECU Remap, Diesel ECU Flash, DPF Delete, EGR Delete, Ad Blue Delete

Number of Employees: 10

Yearly Revenue: 500K-1M AUD

Location:

Service Areas:

[animeengineer]

I was referencing the things put forth by OP, in order:

Huge wiring harnesses simplified: Cybertruck Guy and Radmad are both wrong, for different reasons.

Current industry standards don't have separate wires for each individual switch or control, either. They group several switches, lights, etc. that are nearby together, run them into a microcontroller, and put that controller on a vehicle bus. Currently that's usually a CAN (redundant, fault-tolerant) or LIN (neither, but much simpler) bus. This drastically simplifies wiring harnesses.

The main thing Tesla has done is change the DC voltage for that bus from 12 V to 48 V nominal. Since power is voltage times current, and wire thickness is dependent on current, this cuts about half the copper mass out of the power lines in the harness. The other (data) lines were already using smaller wires. The industry has been flirting with a 48V bus for around two decades by now; Tesla just went and did it and dealt with the engineering problems when they popped up. And this is a rare case where "they're a bunch of Silicon Valley nerds" may have helped: datacenters have been using 48V DC for in-rack power delivery for decades, so they had more familiarity with it than Detroit.

They've also adopted single-pair Ethernet (1000base-T1) for the high-speed entertainment data links. This technology has been in the industry since late 2016. It's usually integrated directly onto the custom ICs in ECUs. I remember another thread like this with a tweet where someone was complaining about the fragility of RJ-45 plugs and how that's disqualifying for a vehicle, and he's right, but single-pair Ethernet does not use those jacks; it's integrated into wiring harnesses with everything else.

Astronauts laded on the moon with altitude markers hand etched on the window: That was a backup system dramatized by the Apollo 13 movie. They had an inertial navigation system, like aircraft do, as their primary navigation.

Oh, and it's attitude, not altitude. Very different concepts that folks should not mix up.

Can't get a rocket off the pad without blowing up: Neither could NASA their first few years. Meanwhile SpaceX had 98 successful orbital flights last year, and they can reuse their boosters (the record is 18 times). But that's way off topic.

Tesla Model Y broke: It's not news when non-Teslas lose power steering, apparently. And I've had cars that took many more than three appointments to fix. We can throw around anecdata all day.

Series wiring like Christmas lights: Come on, you've got no basis for that.

It's like the Titan sub: Sigh. Really?

Okay, now to the RDN link:

the vehicle’s angular design and stainless steel body could pose danger to other road users

Absolutely true. Also true of almost every luxury pickup truck on the market. One example:

I'm all for figuring out some kind of regulatory regime to rein this in. Or maybe a modification of liability rules and increased insurance coverage minimums.

“The big problem there is if they really make the skin of the vehicle very stiff by using thick stainless steel, then when people hit their heads on it, it’s going to cause more damage to them,”

True, but it's not that thick or stiff; the speaker was speculating. Other have pointed out that "we shot it with a Tommy gun" is a lousy test because the bullets are rather low velocity. If you watch the side impact crash test, you can see the side panels visibly flexing.

And right after that, an IIHS rep said, “IIHS hasn’t evaluated the Cybertruck. The discussions we’ve seen so far appear to be based on speculation. I would add that our experience with Tesla is that they aim for the highest safety ratings in IIHS tests. We have no reason to expect anything different with the Cybertruck.”

The biggest problem with Teslas, from insurance companies' perspectives, has been that airbag-deployed collisions tend to result in totaling the vehicle more often than in other cars. Occupant safety, on the other hand, seems to be better than average. We've seen people walk away from their Model 3s after they got T-boned by speeding pickups (60-ish MPH in a 30 zone). We know this from accident reconstruction and camera data.

There's a linked video in the article comparing the Tesla Cybertruck collision to a Dodge Ram 1500. There are several others like it on YouTube (I saw one that had six trucks in it, all synced up). They all have the same flaw: they're comparing different crash types. The Cybertruck is doing a full frontal crash, where you drive the vehicle into a solid, immovable wall, while the others are moderate overlap crashes, where the hood goes over the obstacle and only the left 1/3 of the vehicle is obstructed, so the engine can deflect to the sides instead of going into the firewall and then the passenger compartment. The Cybertruck, of course, does not have a large engine in that space; it's mostly cargo storage. And we can clearly see it crumpling and the front wheel moving outward instead of back into the passenger compartment, like practically all cars do now.

(Some folks like to point out how the rear wheel breaks away, too: this is expected because it's a steering wheel, since the Cybertruck has four-wheel steering, and uses the same suspension technology as the front, instead of connecting the rear wheels more directly to the rear axle like most vehicles. Not completely directly, though, like the Chevy Corvair's swing axles. In any case, kinetic energy breaking the rear wheels off like that is energy that isn't compromising the cabin.)

The article addresses the "lack" of crumple zones:

Samer Hamdar, a George Washington University auto safety professor, told Reuters that while a lack of crumple zones concerned him, there could be other factors that accounted for it. “There might be a possibility of shock-absorbent mechanism that will limit the fact that you have a limited crumple zone,” Hamdar said.

I'm not going to speculate about crumple zones beyond the above ("the cargo area collapses, taking some energy with it; we have to see if that's enough to call a crumple zone, but it's not nothing") until someone tears one down and documents it. But crumple zones aren't the only means of keeping kinetic energy out of the passengers.

The rest of the article goes back to concerns about pedestrian safety, which seem to be the main substantive concern, and is noted at the end of this video:

And again, pedestrian safety is an industry-wide problem. We need another Ralph Nader, but demonizing Tesla alone (god it's so easy, Elon is such an asshole) only gives cover to the rest of the industry. And none of the tweets in OP's post spoke of this.

[daseuropeanautohaus]

What Are the Most Common Issues Faced by Mercedes-Benz Owners?

Mercedes-Benz is renowned for luxury, performance, and advanced engineering. However, like any vehicle, Mercedes models are not immune to problems. Understanding the most common issues faced by Mercedes-Benz owners can help you identify and address them promptly, ensuring a smooth and reliable driving experience. This article explores these problems, their causes, and tips for maintenance.

1. Engine Oil Leaks

One of the most frequent complaints among Mercedes-Benz owners is engine oil leaks. These leaks often result from worn-out gaskets, seals, or oil pans. Symptoms include oil spots under the car and a burning smell during operation.

Solution: Regular inspections and replacing worn gaskets or seals can prevent leaks. If you notice oil spots, consult a professional mechanic immediately to avoid engine damage.

2. Suspension Problems

Mercedes-Benz models, especially those with advanced air suspension systems like AIRMATIC, often experience suspension issues. Common problems include leaks in the air struts or compressor failures, leading to uneven ride height or a bumpy ride.

Solution: Routine maintenance and addressing suspension warning lights promptly can extend the life of your suspension system. Replacing damaged air struts or compressors is essential for optimal performance.

3. Transmission Issues

Transmission problems, such as rough shifting, delayed engagement, or slipping gears, are not uncommon in Mercedes-Benz vehicles. These issues are often linked to a faulty transmission control module, low fluid levels, or wear and tear on internal components.

Solution: Regularly check and replace transmission fluid as recommended. If shifting issues persist, have a qualified technician inspect and repair the transmission system.

4. Electrical System Failures

Electrical problems, including faulty sensors, malfunctioning power windows, and failing electronic control units (ECUs), can occur in Mercedes-Benz vehicles. These issues often stem from aging wiring harnesses or software glitches.

Solution: Regular diagnostic checks can identify electrical issues early. Ensure software updates are performed during routine service appointments to minimize potential glitches.

5. Brake System Concerns

Mercedes-Benz vehicles are equipped with sophisticated brake systems, including anti-lock braking (ABS) and electronic stability control (ESC). Over time, components such as brake pads, rotors, and sensors can wear out, leading to reduced braking performance or warning lights.

Solution: Replace brake pads and rotors as needed and have the brake system inspected during regular maintenance to ensure optimal safety and performance.

6. Rust and Corrosion

While newer models are less prone to rust, some older Mercedes-Benz vehicles may experience corrosion on body panels or undercarriages. This is particularly common in areas with harsh winters or exposure to road salt.

Solution: Regularly wash and wax your vehicle, especially during winter months, to protect against rust. Address minor rust spots promptly to prevent them from spreading.

7. Turbocharger Failures

In turbocharged Mercedes-Benz models, turbocharger failures can occur due to oil contamination, poor maintenance, or excessive mileage. Symptoms include reduced power, increased exhaust smoke, or a whining noise.

Solution: Follow the manufacturer’s recommended oil change intervals and use high-quality oil. If symptoms arise, have the turbocharger inspected and repaired by a specialist.

8. Timing Chain Problems

The timing chain ensures that the engine’s valves and pistons operate in sync. In some Mercedes models, the timing chain can stretch or fail over time, causing rattling noises or even engine damage if not addressed.

Solution: Regular inspections can identify early signs of timing chain wear. Replace the timing chain as recommended by your mechanic to avoid severe engine problems.

9. Fuel Injector Issues

Faulty or clogged fuel injectors are another common problem in Mercedes-Benz vehicles. Symptoms include rough idling, reduced fuel efficiency, and engine misfires.

Solution: Use high-quality fuel and fuel additives to keep injectors clean. If problems persist, have a professional clean or replace the injectors.

10. Air Conditioning System Failures

Mercedes-Benz owners often report issues with the air conditioning system, such as reduced cooling performance or complete system failure. Common causes include refrigerant leaks, faulty compressors, or electrical faults.

Solution: Regularly service the AC system, checking for leaks or worn components. Prompt repairs can prevent complete system failure and maintain cabin comfort.

How to Minimize Common Mercedes-Benz Problems

While some issues are inevitable, proper maintenance and care can reduce the likelihood of major repairs. Here are some tips to keep your Mercedes-Benz in top condition:

    Follow the Maintenance Schedule: Adhere to the manufacturer’s recommended service intervals for oil changes, filter replacements, and inspections.

    Use Genuine Parts: When replacing components, always opt for genuine Mercedes-Benz parts to ensure quality and compatibility.

    Perform Regular Inspections: Keep an eye on vital systems like the brakes, suspension, and electrical components during routine checks.

    Address Issues Early: Don’t ignore warning lights or unusual symptoms. Early diagnosis can prevent minor issues from escalating into costly repairs.

    Work with a Specialist: Choose a certified Mercedes-Benz technician for repairs and maintenance to ensure expert care.

Final Thoughts

Mercedes-Benz vehicles are engineered for luxury and performance, but they require consistent upkeep to maintain their reliability. By understanding the most common problems and taking proactive steps, you can enjoy the exceptional driving experience that Mercedes-Benz is known for. Regular maintenance and timely repairs are key to preserving your investment and avoiding unnecessary headaches.

[dorleco]

VCU And Vehicle-to-vehicle (V2V communication)

Introduction

Vehicle Control Units (VCUs) and Vehicle-to-Vehicle (V2V) communication are two technology pillars transforming mobility as the automobile industry moves toward connected and autonomous vehicles. VCUs are the “brains” of contemporary automobiles, controlling various operations and facilitating the incorporation of cutting-edge automotive technologies. In the meantime, V2V communication makes it easier for cars to share data in real time, opening the door to safer roads and more effective transit systems.

This blog examines the importance of VCUs and V2V communication, as well as the underlying technology, integration difficulties, and revolutionary effects they will have on mobility in the future.

1. Vehicle Control Units’ (VCUs’) Development

A key component of contemporary automobile architecture is vehicle control units. Key vehicle functions, including the powertrain, braking, steering, and electronic systems, are coordinated and controlled by VCUs, which operate as potent microcontrollers.

Individual systems such as engine control, gearbox, and anti-lock braking were managed by distinct electronic control units (ECUs) in older automobiles. VCUs were created in response to the growing demand for more integrated systems brought about by linked and electrified automobiles. By combining the capabilities of several ECUs, these devices provide greater system connectivity, increased performance, and superior decision-making.

To provide sophisticated features like these, modern VCUs process data from sensors, cameras, radars, and GPS.

Adaptive cruise control.

Autonomous parking.

Electric vehicle energy management.

The evolution of VCUs reflects the increasing complexity of automotive systems, making them indispensable for innovations like V2V communication.

2. The Operation of V2V Communication

Wireless protocols are used in vehicle-to-vehicle (V2V) communication to transfer data. Vehicles can use this information to foresee possible hazards and take preventative action, such as alerting drivers to risky lane changes or abrupt braking.

Important information exchanged in V2V systems comprises:

Acceleration and speed of the vehicle.

Direction and position.

Cautions about potential hazards, such as obstacles or slick conditions.

Details of traffic flow and congestion.

By allowing cars to “speak” to one another, this network promotes cooperative driving and helps to make roadways safer overall.

3. VCU and V2V Communication Technologies

VCUs, or vehicle control units

Real-time operating systems, powerful software algorithms, and sophisticated processors are all features of VCUs. They gather and process data from various car parts, making it possible for:

making accurate decisions.

A quick exchange of information across car subsystems.

Improved driving efficiency and occupant safety.

DSRC, or dedicated short-range communication

One popular technology for V2V communication is DSRC. Low-latency communication, which is necessary for time-sensitive applications like collision avoidance, is supported by DSRC, which operates on a certain frequency. It guarantees:

Transferring data securely within a few hundred meters is possible. Minimal external network interference. Dependable operation in situations involving high speeds.

Cellular Vehicle-to-Everything (C-V2X)

C-V2X enables V2V communication by utilizing pre-existing cellular networks. It increases linked driving’s potential by making it possible for:

communication over a long distance.

Software updates that happen over the air.

Integration with more comprehensive V2X systems, such as communication between vehicles and pedestrians (V2P) and infrastructure (V2I).

4. VCUs’ Function in V2V Communication

As a centralized hub for receiving, analyzing, and acting upon V2V data, VCUs are essential to facilitating V2V communication.

How VCUs Improve V2V Communication

Data Processing: VCUs combine data from onboard sensors with incoming V2V data.

Decision-Making: VCUs make decisions, such as deploying emergency brakes or adjusting vehicle speed, based on processed data.

Data Security: By confirming messages, stopping spoofing, and guarding against online attacks, VCUs guarantee the integrity of V2V data.

To prevent a collision, for example, the VCU can instantly determine the best course of action and take action if a close car sends out a sudden braking alert.

5. Benefits of VCU-Enabled V2V Communication for Increased Safety

Vehicles can anticipate and respond to possible threats thanks to V2V communication. Among the examples are:

warnings of abrupt lane changes or braking.

Proactive strategies to prevent collisions, such as automated braking.

Enhanced Efficiency of Traffic

Vehicles that are connected can minimize traffic, optimize merging patterns, and coordinate their speeds. This results in:

increased fuel economy.

Reduced commute times.

Increased Emergency Coordination

Faster alerts to surrounding vehicles and emergency services are made possible by V2V communication in an emergency, guaranteeing prompt aid and reaction.

Intersection and Crossroad Safety

By synchronizing vehicle movements, even in the absence of traffic lights, V2V technology makes it easier to navigate through intersections.

6. Difficulties in Combining VCUs with V2V Communication

Despite its revolutionary potential, there are several obstacles to merging VCUs with V2V communication:

Standardization

Interoperability between automobiles made by various manufacturers is made more difficult by the absence of defined communication protocols. Working together throughout the industry is essential to creating universal standards.

Cyber security Concerns

V2V communication is sensitive to data breaches and cyberattacks. Strong encryption, authentication procedures, and frequent security updates are necessary to protect the system.

Development of Infrastructure

Significant investments in roadside devices, cellular networks, and associated infrastructure are necessary for a full V2V network. It is logistically challenging to deploy this at scale.

User Adoption

Drivers need to have faith in and adjust to V2V technology. To promote widespread acceptance, education and awareness campaigns are essential.

7. Practical Applications and Upcoming Opportunities

Several nations have started pilot projects to test V2V communication with VCUs. For instance:

The Department of Transportation has tested V2V technology in the United States, showing notable drops in traffic accidents. V2V characteristics are being incorporated into smart city projects in European countries. Prospects for the Future It is anticipated that transportation systems will be redefined by the merging of V2V with larger Vehicle-to-Everything (V2X) networks. Among these developments are:

convoys of linked cars that drive themselves.

Smooth interaction with intelligent infrastructure to maximize traffic control.

Increased usage scenarios include conversations with pedestrians and cyclists (V2P).

Conclusion :

At the vanguard of the automobile industry’s change are vehicle control units and vehicle-to-vehicle communication. Advanced vehicle functionalities are made possible by VCUs, and V2V technology links automobiles in a networked environment, improving road safety and efficiency.

However, obstacles like standardization, cyber security, and infrastructure development must be overcome to realize this objective. To fully realize the potential of these technologies, cooperation between researchers, legislators, and automakers is essential.

Our specialty at Dorleco is creating state-of-the-art VCUs and software that meet the needs of contemporary mobility. Our experience guarantees that your vehicles are prepared for the future, from sophisticated VCU testing and validation to meeting battery-specific standards.

[itscarshub]

2025 Honda NT1100 Review: Time to Reconsider that ADV Purchase?

The updated 2025 Honda NT1100 embodies the ethos of omotenashi, apparently. For the uninitiated (which included me until it was uttered at a presentation before the launch ride in Spain), omotenashi doesn’t directly translate to a single word in English, but rather, it’s all about a feeling of hospitality and mindfulness, and is closely associated with the hosting of the Japanese tea ceremony. Right. Linking that to riding a motorcycle seems a bit of a stretch, but I can see what they’re getting at. The NT1100 is a bike that’ll look after you, and whisk you to your destination in about as much comfort as is possible for something on two wheels. And thanks to a raft of changes, it should be better than ever at completing that task.

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To suss out the effectiveness of the changes, I rode the bike in DCT form with the electronic suspension specced at the international launch in southern Spain.

The side profile of the new bike

Price, colours and availability

The base model NT1100 (manual gearbox) will be available in the UK for £12,679, making it the same price as the previous model year version. Likewise, the NT1100 DCT will cost no more than previously at £13.679. The new flagship model in the range, the NT1100 DCT Electronic Suspension, will be landing in UK dealers with a list price of £14,099, meaning the trick Showa suspension upgrade is only a £420 premium. Looking at the competition, the closest to the top-spec NT from Yamaha comes in the form of the Tracer 9 GT which commands a price of £13,216. The £15,569 Kawasaki Versys 1000 SE could also be looked at as a competitor to the new top-spec NT, although with more power than the Honda, its slightly higher price seems justified. The bikes are expected to be in UK dealerships in the new year (hopefully around January) and each variant of the bike will be available in either Mat Warm Ash Metallic, Gunmetal Black Metallic, and Pearl Hawkseye Blue, each of which is a new colour for 2025.

a front view of the 2025 NT1100

What’s new with the 2025 NT1100

Starting with the engine of the bike, which is the same across the range, the 1,084cc parallel twin-cylinder unit now features a new larger 33mm intake ducts, and intake trumpets that are 65mm longer than before. The NT1100 also features a revised combustion chamber and a new exhaust system, as well as updates to the ECU to suit the revised engine.

The engine of the 2025 NT1100 The updates are responsible for boosting low and mid-range torque by a claimed seven per cent without sacrificing any peak power - a claimed 100bhp at 7,500rpm. Peak torque is also claimed to have increased, from the 76lb ft of the 2024 bike up to 82lb ft of the new machine. Peak torque is also achieved slightly lower in the rev range arriving at 5,500rpm on the 2025 model, not the 6,250rpm of the 2024 model.

Nissin brake calipers The bore and stroke of the Africa Twin-derived engine are the same as before (92mm with an 81.5mm stroke) although the changes to the combustion chamber have raised the compression ratio slightly, taking it from 10.1:1 to 10.5:1. As before, there’s a 270-degree crankshaft to give an offset firing order. As before, riders can either choose fully automated shifting or button-operated shifting via the paddles on the left handlebar. Shifting schedules for automatic mode remain as D, the most economical, and S which has three levels to choose from - with three being the most sporty and aggressive.

The TFT screen of the NT Along with the electronic and mechanical updates for this year, the NT1100 will also feature revised styling, headlined by a new fairing which is partially constructed from a bio-degradable material called Durabio. The front fairing is said to give the 2025 bike a ‘smaller, sleeker ‘face’’, while the tail unit has also been tweaked. Nestling on top of the redesigned fairing is a revised screen, which features 167mm of adjustment through five steps. Rounding out the new bodywork is a 150mm longer front mudguard for improved weather protection.

New indicators are included One welcome addition to the new model is the revised indicators which are now incorporated in the headlights, and not on their own stalks as was previously the case. The positioning of the indicators on the outgoing model meant the positioning lights would reflect in the fairing-mounted wind deflectors which could be a little distracting, hopefully mounting them within the projector headlight (which also features a DRL) should cure that issue.

The panniers are now larger than before Another upgrade for 2025 is the inclusion of larger panniers that are claimed to be large enough to stow a full-face helmet within. The new boxes are 25mm deeper than before, yet still mount to the existing fixing system, and now boast 37 litres on the left and 36 litres on the right, up from 33 and 32 litres provided by the outgoing machine.

Cornering on the NT1100

New Showa EERA for 2025

Probably the most headline-grabbing update to the NT1100 for 2025 is the inclusion of the new DCT Electronic Suspension version of the bike. Like the existing Africa Twin ES models, the new top-spec NT’ gains the Showa Electronically Equipped Ride Adjustment (EERA) system. Equipped with settings specifically developed for the NT1100, the system automatically adjusts the damping based on information from the ECU, the IMU and a stroke sensor. The system is claimed to adjust the suspension just 15 milliseconds after the calculations are completed. Because of this, the Showa system can automatically tweak the suspension of the bike in line with how the machine is being ridden, firming the damping as the speed increases and softening it once the speed reduces. There are three pre-determined suspension modes, Urban, Tour, and Rain, along with a User mode that allows the rider to choose their own remound damping and preload setting. On top of this, the EERA allows the rider to adjust the rear preload of the bike through 24 steps while on the move, regardless of which suspension mode the bike is in.

The 2025 Honda NT1100

What’s it like to ride?

Perhaps the most useful part of the whole press ride wasn’t on the 2025 version of the bike, rather, one on 2024 machine that tagged along with the group. A ride back to back with the new one highlighted just how good that new electronic suspension is. The ride is noticeably busier on the 2024 NT1100, even on reasonably smooth Spanish asphalt. Switch to the 2025 bike, and suddenly everything is ironed out and just shrugged off. Yes, in the hard suspension setting you can still get bounced out of the seat when tackling particularly rough bits of road, but the comfort and composure are still better than on the passive-damped bike. It never crashes through its travel.

A new semi active suspension version is available The medium mode is, perhaps unsurprisingly, probably your best bet for most situations, and works nicely when combined with a bit of extra preload at the rear. The NT doesn’t become wallowy in the soft setting, but there’s noticeably more brake dive. Meanwhile, the engine tweaks result in a parallel twin that seems more eager and refined, although it still feels like a bit of a workhorse, especially compared to Honda’s higher-revving twin found in the XL750 Transalp and CB750 Hornet. It’s gutsy, but not the most exciting. Admittedly, the DCT might well be sapping a bit of fun out of it - slick though the gearbox is - and you do start to warm to the engine when using the shifters on the left-hand switch cube, deciding yourself when exactly you want to buzz up to the redline or short-shift.

The screen can now be adjusted on the fly In sport mode, I never quite felt like I agreed with the shifts the gearbox was making, particularly in the S3 mode in which the bike is too keen to hang onto gears. This leaves the revs sitting annoyingly high long after you’ve calmed down to cruise through the village rudely interrupting your twisty road fun. S2 is a better balance, but still, I found myself wanting to partake in some manual intervention.

The launch event was blessed with perfect weather and roads It’s smoother and more consistent off the line thanks to the nerdy DCT changes, though, and for cruising around normally in D, it’s ideal, with a quiet brilliance to the way it seamlessly shuffles ratios. At that point, you forget all about it, which is the biggest compliment you can pay to a system like this - you’d only be noticing it if it was doing annoying things. And cruising is generally where the NT1100 excels. Yes, it can do the twisty stuff, and much better than you might expect. In fact, much of the route involved winding mountain roads, and up to a point, the NT hides its near 250kg bulk quite well. As soon as things get tighter and more nadgery, though, it starts to feel a little unwieldy, and more pronounced steering inputs are needed to get the thing turned.

Cornering on the NT1100 It also feels as though the foot positioning could be further tweaked. Several times I had my boots brushing the floor when heavily leant over, and I wasn’t the only rider to experience the same on the launch. The new screen is far easier to adjust than the old one, which required you to get off the bike, grasp it with two hands and wrench it up or down in a way that made you wonder if you were going to break the damn thing. The new setup is a little fiddly, but can be done on the move easily enough. I found myself running the screen at half extension, though. When up as high as it’ll go I experienced a helmet-wobbling turbulence at anything over about 50mph. Admittedly, I am six-and-a-bit feet tall and a lot of motorcycle screens aren’t much use to me - if you’re a bit shorter, you’ll be better cocooned.

LED lights feature from the front to the back Something that hasn’t changed is the design of the left-hand switch cube, and it remains spectacularly busy, a bit ugly, and difficult to get your head around initially. In time, I’m sure you’d get used to it, but when so many other positive changes have been made, it seems a shame this bit of the bike has been left as is. It’s also worth pointing out the USB socket is of the A variety, which is fast becoming old fashioned. At this point, though, we’re splitting hairs.

New styling is a subtle tweak compared to the previous NT1100

Should you buy a 2025 Honda NT1100?

Look, I’m not going to judge those who buy an adventure bike for touring, and then never take the thing off road. It happens enough in the car world with people buying high-riding SUVs, with the closest thing they do to off-roading being parking up in a gravel car park. And yet, a more traditional tourer like the NT1100 is going to better serve a lot of these riders who are eying up ADVs, Honda’s own (and NT-related) Africa Twin included. They’re great bikes for munching miles, but to borrow from that pre-ride presentation again, just not quite so omotenashi. There are, though, touring bikes that’ll be more fun at the mountainous destination of your tour while barely any less comfortable on the way there, for instance, the Yamaha Tracer 9. The NT1100 is perfectly competent and does all it needs to, arguably going a little beyond that point, especially given that Honda calls it a ‘tourer’ and refuses to stick the word ‘sports’ before it. The changes make the bike more appealing than ever. What’s more, it’s still excellent value, and if you’re already looking at a DCT-equipped bike (two-thirds of NT1100 buyers go for the auto), it’s such a small jump to spec the electronic suspension that it seems like a no-brainer. Source link Read the full article

[electronic-component]

How Oil Pressure Sensors Work?

Introduction to Oil Pressure Sensors

Oil pressure sensors play a crucial role in monitoring engine health in vehicles and industrial machinery. These sensors measure the oil pressure within an engine's lubrication system, providing essential data to keep engines running smoothly. An optimal oil pressure ensures that all engine parts receive sufficient lubrication, minimizing wear. A malfunctioning oil pressure sensor can lead to severe damage due to undetected low pressure. Understanding how these sensors work and their importance helps users take better care of their engines.

How Oil Pressure Sensors Work

Oil pressure sensors are typically installed in the engine block, where they measure oil pressure through a diaphragm or piezoelectric element that responds to oil flow. When oil pressure changes, the sensor sends electrical signals to the engine control unit (ECU), which then alerts the driver to potential issues. There are two main types: mechanical and electronic sensors. Mechanical sensors utilize a spring-loaded diaphragm, while electronic sensors convert pressure into voltage or current signals for more precise readings.

Types of Oil Pressure Sensors

There are two primary types of oil pressure sensors: pressure switches and pressure transducers. Pressure switches are binary, either open or closed, triggering a warning light when oil pressure drops below a set level. Pressure transducers, however, offer variable readings, allowing for continuous monitoring of oil pressure. Modern vehicles often use transducers for real-time monitoring. Choosing the right sensor depends on the required accuracy and application, as pressure transducers are typically more advanced but costlier.

Applications and Benefits of Oil Pressure Sensors

Oil pressure sensors are essential in vehicles, heavy machinery, and marine engines, where constant monitoring of oil pressure prevents engine failures. In vehicles, they help drivers maintain optimal oil levels, while in industrial machinery, they help maintain operational safety and efficiency. These sensors can also be linked to automated maintenance alerts, preventing costly repairs by ensuring timely intervention. Their presence in different applications highlights the importance of monitoring oil pressure as part of preventive maintenance.

Troubleshooting and Maintenance

Proper maintenance of oil pressure sensors is essential to ensure accuracy. Sensors can degrade over time due to high engine temperatures or contaminants in the oil. Common signs of sensor issues include inaccurate readings, flickering oil warning lights, and irregular gauge readings. Regular oil and filter changes reduce the risk of sensor clogging. In case of sensor failure, immediate replacement is recommended to avoid potential engine damage. Routine diagnostics can extend the sensor’s lifespan and improve engine reliability.