Auto Detailing: Pamper Your Vehicle

Posted on May 11, 2011 by Admin



From the start we are told that we need to take care of our belongings. Well the more expensive those belongings get the more we must put an effort to take care of them. Our cars are one of our most important and sometimes most expensive belongings. They are what get us to all the places we need and want to be or go. So, it is important that we take care of our cars, maybe even sometimes pampering our vehicles. Auto detailing is one such way to pamper our vehicles. What does that pampering include?

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First of all your vehicle will get cleaned inside and out by a professional. They can also help restore parts of your vehicle that have endured a lot of wear and tear and needs a little TLC. The goal of auto detailing is to restore a vehicle to show room conditions. Only a professional auto detailer can get your car looking its best. So, start looking for a professional auto detailer to pamper your vehicle.

They will start by stripping the car of all debris usually with a clay bar system. It is important that dirt, sap and bugs are completed removed or they can have harmful effects on your vehicles paint. They may also clean the outside of your car with a car cleaner and a soft cloth. They will be sure to rinse and dry your car by hand to eliminate water spots. Then they will apply a coat of wax. The wax will help keep your car shining and protect the paint from oxidizing. They will clean your tires and wheel rims and get them sparkling as well.

The inside will also receive a deep cleaning. They will vacuum your upholstery and mats in your vehicle. They will also clean all the dust, crumbs and other trash from any crevices or other parts of the interior. The vinyl or leather will get a form of polish so that it also can shine. If your carpets are stained you may ask if they can steam clean your carpets, this may cost a little extra. Usually you will get to choose a car scent for the inside as well to get your vehicle smelling great too!

Professional auto detailing is a great way to pamper your vehicle. Not only will your vehicle look nice but you will feel better as well. A clean car is said to improve your mood. Also you will have more confidence in yourself as you take others for a ride in your vehicle. They will notice how nice your car is instead of thinking you are a mess. Keep in mind that pampering your vehicle with such services like auto detailing can also improve or maintain your vehicles resale or trade in value should you ever need those options. It is always better to get what you deserve out of your vehicle than not enough.

What are you waiting for, find an auto detailer to pamper your vehicle and restore its natural beauty!

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Do You Know How to Use an Aerosol Spray Can to Paint Your Car? – Auto Spray Painting

Posted on May 10, 2011 by Admin



Some individuals may suggest to you that using aerosol spray paint to paint your car is not a wise choice. It is true that you are not likely to get that car manufacturers’ perfect finish on it, but you still can get some pleasing results. The important thing is that you buy a good quality paint, and most important you apply it properly. There are some techniques to using aerosol spray paints. They are not hard to learn and are well worth the effort.

First of all you will need to determine if you are just touching up a specific area on your car, or if you are going to repaint the entire vehicle. If you are doing a touch up then you are going to have to pay close attention to color matching, whereas in a total paint job this isn’t quite as important.

Assuming you are going to be doing a touchup you will require some items. You will need some repair items such as sandpaper, putty and a knife. If the area you are working on is rough or chipped you will need to sand it down smooth. If there are pit marks you will have to fill them with the putty then smooth this out.

You will need a good car wash detergent, and degreaser, even if you are doing just a touchup, it must be perfectly clean.

You will need some newspaper and masking tape. Take the time to be diligent about covering other areas that could possibly be in the line of fire when you are apply your aerosol spay paint. Even a very light breeze could cause a over spray onto your chrome, windows, etc.

You need to choose your primer, color and finish aerosol spray paints. Be sure to do a color test by doing a very small area first. Then you will be able to proceed.

Try a few sprays on some cardboard first to be sure you don’t get any squirts or blobs, and the paint is spraying evenly. Don’t forget to shake the can for at least two or three minutes so it is well mixed, or you won’t get an even color.

Keep the spray moving as you press down on the nozzle. Don’t hold it in one spot or you will get runs. It is much better to apply several very light coats, then one or two heavy ones. If you apply it too thick it is going to be very uneven and extremely obvious. It may seem like this is very time consuming, but not nearly as much as it will be if you have to resand the paint off and start over again.

Shake the can of aerosol spray paint every few minutes in order to keep it well distributed.

Your primer and your top coat must be applied with as much care as your color is. With the proper application of your aerosol spray paint, your car can end up very impressive looking, and all of the work you put into it will have been well worth it.

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Fuel Economy Testing: "Real World" VS. "DYNO"

Posted on May 10, 2011 by Admin



For the past 30 years or so a variety of methods have been utilized to evaluate new fuel saving devices for fleets in an attempt to simulate “real world” testing. These tests were born out of a disregard for automaker fuel economy data that often does not accurately reflect the actual experience of fleet owners. Generally, “real world” testing does not attempt to control driving habits or driving conditions. Instead they use a variety of vehicles with differing missions.

“REAL WORLD” VS. REAL DATA

These “real world” tests range from a simple seat-of-the-pants, 1-week driving test that compares the results to historical data, to elaborate, A/B tests utilizing global positioning systems (GPS) and computers tapped into the onboard diagnostics (OBDII) sensors. In these tests the selected vehicles are first run for 3 months to base line the data (A) and then they are converted to the new fuel efficiency device and run for another 3 months (B). After about 6 months of testing the A/B data is compared often with no real conclusions. Why? Because something happened during the testing to throw all the results into doubt, sort of like “the dog ate my homework!”

So, what typically goes wrong? A lot. Some of the selected vehicles get replaced during the test, others are pulled out for maintenance and some repurposed to another task. Perhaps the most insidious data faults result from seasonal changes. The A test may be done in the spring and 3 months later the B test is done in the summer. It would not be surprising to find the B test vehicles idling more due to a running air conditioner. Some fleet managers could explain this away as “real world” testing, but unless the data is normalized for this anomaly, the test is irrelevant.

UNCONTROLLED VARIABLES

The problem with the “real world” approach to testing is that it lacks control over 4 key variables. Consider the first variable, actual testing conditions. These could include weather, topography of the locale, and even the condition of the road surface. Most people don’t realize that oil companies change gasoline formulation every two months to compensate for seasonal temperature fluctuations. This combined with temperature-related air density changes can significantly alter fuel economy results.

The second variable is the measurement of fuel consumption. In almost every “real world” test, the trip computer on the dashboard is the fuel measurement device. Of course this method is useless in the short-term because it varies widely until enough miles have been accumulated to average out the instantaneous swings. It can be relatively accurate over a 2 or 3-month period. But, measuring fuel consumption over such a long period of time brings in the first uncontrolled variable: weather.

Third, is the largest fuel economy variable of all: the driver. Unless you are a professional driver driving a fixed course to a tightly controlled time/waypoint standard, it is impossible to accurately duplicate driving in the A/B test. Many fleet vehicles have multiple drivers which further confounds any semblance of reproducibility.

The final variable is the actual data collection process itself. This usually leads to a report published to the “powers that be” who will decide the fate of the new fuel economy device. Unless the data can be normalized for conditions, measurement tolerances, and driver habits that differ between test A and test B, they are usually not very relevant, but nonetheless often used as fact for “real world” testing.

NEW TEST PROCEDURES

So, if “real world” testing is not very reliable, what is? Here is where we come face to face with the reason most fleet managers prefer “real world” testing in the first place. The tests used by the automakers and the EPA up until 2006 were based on a 1975 test protocol called the Federal Test Protocol 75 or FTP75. The FTP75 attempted to simulate driving as it was done in 1975 in a town in California. This route was fed into a computer and then driven on a dynamometer (more on this later). Those who remember the first oil embargo know that speed limits across the U.S. at that time were 55 MPH. So, too, the FTP75 is limited to a top speed of 55 MPH. Today some highway speed limits are 80 MPH. The FTP75 did not even use the same type gasoline available to consumers, but rather a highly refined version of gasoline called indolene. No wonder “real world” experiences did not reflect the MPG sticker on the car and why fleet managers came to disregard them.

In 2006 the U.S. Congress finally acknowledged this disparity and ordered the automakers to use another, more relevant test protocol called the EPA US06, which better simulated driving today with greater data collection accuracy. The problem with the EPA testing is that vehicles have to be transported to one of the few independent, certified facilities around the country. Furthermore, the cost to test could cost between $10,000 and $30,000 per vehicle. Put 10 vehicles in the test and you may well spend any potential fuel savings from a new device in testing alone.

NEW AND PRACTICAL TEST PROCEDURES

Albuquerque-based Enerpulse, Inc. studied the conflict between “real world” and scientific testing when introducing the Pulstar? pulse plugs to fleet managers. A pulse plug looks and fits exactly like a spark plug and incorporates an electrical device called a capacitor, which boosts the energy of the spark like a camera flash boosts light. It’s sort of like putting a flashcube in your engine. The more robust spark makes ignition more precise and combustion more efficient, improving engine performance and fuel efficiency by an average of 6%.

In 2008 Pulstar? was introduced to a U.S based “green” fleet with a healthy mix of E85 and hybrid vehicles. By this time Enerpulse, Inc. had developed a cost-effective alternative to EPA testing. It is called the Enerpulse Performance Evaluation Procedure or E-PEP. E-PEP is comprised of 3 types of dynamometer tests: torque, acceleration and fuel economy. The fuel economy test utilizes the same drive cycle as the EPA US06 test and instead of costly gas analysis equipment, it uses relatively inexpensive, but very precise, digital flow meters. The result is a test that can be done in one day with reproducibility of +/- 2% and can be set up in or near the fleet operations. More importantly, the E-PEP controls the variables associated with “real world” testing and is therefore, far more accurate.

DYNAMOMETER DEFINED

To control the conditions, the test vehicle is lashed to a dynamometer (dyno). The dyno is a rolling roadbed tied to an electric motor. The motor, which is linked to a computer, senses the power and speed from the wheels. It is calibrated by inputting the weight of the vehicle so load can be applied to the wheels to simulate actual driving for that specific vehicle. In that the testing is done indoors, all weather, topography and road surface variables are eliminated.

Next, a digital flow meter is installed into the engine’s fuel line and linked to a computer. This device samples fuel flow twice every second during the test and is the data that will be collected and compared to determine the efficacy of the new fuel economy device.

The most important element of the E-PEP test is the drive cycle. In this case E-PEP utilizes the EPA US06 drive cycle. During the test, the driver is constantly watching the screen above. At the bottom of the screen is the 10-minute cycle he will actually drive on the dyno. It combines both city and highway driving ranging from 0 to 81 miles per hour. The driver’s main focus is on the green line inside of the two blue lines. The driver must remain within the blue lines or flunk the test. In our case, the test is first run 3 times with automaker recommended spark plugs and then another 3 times with Pulstar? pulse plugs.

An enormous amount of data is generated, which is ultimately distilled into a comparison chart showing the Pulstar? improvement over the recommended spark plug.

DYNO TESTING PROVES RELATIVITY

The argument that dyno testing does not simulate the “real world” misses the point completely. Dyno testing is designed to prove relativity. If a fuel economy device tested on a dyno in a sterile environment improves fuel economy by 5%, then even if the car is driven up the side of a rocky mountain in the “real world” it should get 5% better fuel economy than without the device. A dyno test on a Hummer and a Prius will show dramatically different fuel consumption results, but there are conditions in the “real world” under which the Prius will use more fuel than the Hummer (Hummer idling vs. the Prius racing). This does not make the Hummer more fuel-efficient. The dyno will prove the relative value, which must absolutely translate into the fleet average costs. But, unless test variables are controlled, no fuel-efficient device could survive the ambiguities of the “real world”.

Perhaps part of the dilemma with fleet testing in general can be explained by the motivations of fleet managers. Most are judged on the reliability of the fleet and not on fuel efficiency, which is thought to be out of their control. After all, how can a fleet manager control the driving habits of others? A new fuel efficiency device, no matter how effective in reducing fuel consumption, is a potential concern to the fleet manager because it could create more maintenance issues and fleet downtime.

Now that we have experienced $4.00 per gallon gasoline, and by most accounts will again, fleet operators are scrambling to find new ways to reduce fuel costs. Add to this a growing sensitivity to global warming and our dependence on foreign oil and you have a powerful reason to consider fuel efficiency alternatives. Separating truly effective fuel economy alternatives from the “snake oil” requires accurate and cost-effective dyno testing procedures that are relative and relevant to the number one cost of operating a fleet.

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Preparing for an Automotive Service Technician Career Through Higher Education

Posted on May 10, 2011 by Admin



When preparing for an automotive service technician career through higher education there are numerous options to choose from. You can find a program that meets your individual needs and goals by researching accredited automotive service technician schools and colleges that offer this type of training. Various levels of educational training are offered in order to help you receive the career preparation that is needed for you to enter into the workforce in your desired profession. You can learn more about the options available to you by looking into higher education programs and requesting more information about various employment options and the career training that is needed.

Accredited schools, colleges, and degree programs are designed to provide the skills and knowledge that are necessary for successful careers. You can obtain the required training by choosing the level of education that is right for you and completing all required coursework.

Certificate and associate level degrees can be received by completing several months to one year of educational training. The level of education that you choose to pursue will help decide on where you can seek employment.

Becoming a professional automotive service technician will require hands on training as well as in the classroom studies. You can learn more about the coursework that will be covered by contacting the school you wish to enroll in.

Typical coursework will cover the basics needed for entrance into the workforce. You can expect to learn a number of things to help you carry out work related tasks. Specialized studies can cover more specific topics depending on the employment desired. Subjects that you will study may include:

Electronics Math English Customer Service

…and many other topics related to this field. Once you have received training in these areas you can look into the career that is right for you. There are a number of employment opportunities available for automotive service technicians.

The coursework that you complete will help you to pursue the career you dream of. As a professional automotive service technician with an accredited certificate or degree you can find work in maintenance, automotive repair, and much more. Once you have completed training in computers, automotive repair, and more you can be employed in automotive servicing, retail, as well as other fields related to the automotive world. You can start the path to an exciting new career once you have decided to pursue a higher education in transportation. Employment opportunities will vary depending on the school of enrollment and the specific level of education. By researching accredited programs you can start the path to the future you long for.

Accredited automotive service technician degree programs can give you the knowledge that is needed to enter into the field and be successful. Various agencies like the Accrediting Commission of Career Schools and Colleges of Technology (ACCSC) can fully accredit different educational programs that offer the best quality education available. Start by finding a program and enrolling today.

 

DISCLAIMER: Above is a GENERIC OUTLINE and may or may not depict precise methods, courses and/or focuses related to ANY ONE specific school(s) that may or may not be advertised at PETAP.org.

Copyright 2010 – All rights reserved by PETAP.org.

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Lack of Tracking and Logging(Caralizer) Hurting Auto Industry?

Posted on May 10, 2011 by Admin



Our automotive industry is in horrible situation. All the year’s of bad decision and management has really hurt our industry not to mention the credit crunch. Sales people are using the credit crunch as an excuse not to sell car’s. The reason the industry is failing goes back to fundamentals and values. The automotive industry does though up’s and down’s just like any other industry. If you have a strong foundation and solid fundamentals any dilemma wouldn’t affect you as bad.

Every sales person should be tracking and logging every customer via a Car Sales platform. (Caralizer) Caralizer will provide all the tools essential to make each and every user of the platform successful. The majority of sales people are mobile. The sales person will have the option to capitalize on a mobile car sales platform that’s affordable to all in the industry. Hopefully after General Motor files for bankruptcy and Ford and Chrysler gets there financial situation in order they will go back to the basics.

Meaning that every person must have consistent sales training from an online source such as UpYourSale.com. I have a hunch that most dealer’s don’t spend time training the sales team is because of the fact that great sales training is rather costly. With the platform UpYourSale.com automotive sales professional can exchange feedback on certain situation for absolutely free. For the industry to once thrive again they must bring the core basic’s back to the industry. Without accountability, sales training and tracking and logging the industry will continue to struggle.

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Automotive Engineers Working to Improve the Way We Drive and Live

Posted on May 9, 2011 by Admin



Today’s automotive engineers are focusing their attention on improving the way we drive — and the way we live. Some automotive improvements make life easier to navigate, like GPS systems with visual and voice-guided turn-by-turn directions. Other innovations help protect vehicle occupants and save lives, such as “active safety” technologies, which warn drivers so they can take action to avoid an accident. Of course, yet another focus of automotive engineers, garnering much attention today, is improved fuel efficiency. Green vehicles are catching the attention of consumers rapidly. To meet this demand, nearly every automaker in the world is expanding with clean, fuel-efficient models in their lineup.

Automotive engineering today focuses on utilizing a range of technologies to improve fuel economy. Not a day goes by when automotive engineers are not working toward the development of new and improved fuel technologies. As part of the quest for fuel-efficient technology, current hybrid vehicle systems are constantly being evaluated and expanded. For example, many automakers are now creating integrated high-tech hybrids.

The concept of the high-tech hybrid vehicle makes more sense if we consider the challenges faced by automotive engineers. Automotive engineers must find creative and cost-effective ways to integrate hybrid systems, helping original equipment manufacturers (OEMs) increase efficiency and provide value to the consumer. For example, cars do not need to use combustion engines; it is just that — at least in the mass market — they always have used them. In the face of new technologies, the classic combustion engine seems poised for change — especially when we realize that automotive engineers are successfully expanding hybrid technology. It is this new technology that increases the feasibility of mass manufacturing hybrids for the general public. When designing the new high-tech hybrid models, automotive engineers depend on the best thermal management components, electronic/electrical powertrain systems and wiring architecture. The key is to leverage industry leaders with the extensiveness and depth of systems integration and power electronics proficiency to provide this advanced technology.

With rising oil prices, power electronics awareness is gaining popularity with both consumers and vehicle manufacturers. Hybrid vehicles are hitting the streets in North America, helping drivers save money on the cost of operating vehicles. Consumers understand that hybrids offer significant advantages, such as fuel efficiency and low cost per mile in addition to environmental benefits. If nothing else, high-tech hybrid technology — and the willingness to liberate it — may reduce dependence on fossil fuels and help decrease emissions of greenhouse gases and ozone precursors.

As if this were not enough motivation, there are a variety of mechanisms and sources at work to excite the green car industry even further. In one example, an organization is on the hunt for a car that achieves fuel economy in excess of 100 miles per gallon without sacrificing key capabilities. The fuel-efficient prototype must be able to carry four passengers on varying terrain, pass federal crash and emissions guidelines and yield sales profitability in a volume of 10,000 units or more.

Indeed, there is plenty of encouragement in today’s society for increased fuel efficiency and green cars. Consumers, environmentalists, economists and technologists are all eager for new automotive technology. Thankfully, some of our best and brightest automotive engineers are working to answer the call successfully. After all, improving the way we drive and live today is only part of the equation. These new technologies will also serve future generations.

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Higher Studies in Automotive Design: Study Abroad or in India?

Posted on May 8, 2011 by Admin



Automobile design is a niche area within the automotive industry. It is largely concerned with the design of automobiles including cars, trucks, public transportation, boats, vans, motorcycles and alternative sources of mobility. Automotive designers are responsible for the aesthetic appeal of vehicles and for developing concepts in the form of sketches and drawings leading to accurate full-size drawings and models. They are a part of multi-disciplinary team that defines the interior and exterior forms, materials, textures and colors applied in the shaping of an automobile.

Primarily, automotive designers take care of everything that gives us pleasure when we look at an automobile: style, function, quality, safety etc. Design is more than just aesthetics. It is about innovation. A good design is a well thought-out combination and balance of form, fit and function. Ten years ago, companies competed on price. Then it was quality. Today it is design, thus placing a premium on automobile designers.

Scope:

Globally, the automotive industry employs one in ten people. According to a report by Automotive Mission Plan 2006-2016, the automotive industry is expected to require an additional 25 million workforce by 2016 in manufacturing and downstream/ upstream activities. Based on the current employment pattern, it is estimated that automotive industry would require at least seven million trained managers in all disciplines.

In India, automobile designing is still in its infancy and cannot draw on local talent or experience. Consequently the demand for qualified designers is enormous. This creates a situation of more demand, but less supply.

Word of advice:

The world is entering a creating-economy phase and design as an activity can never ever be commoditized as opposed to other types of economies. For example, the knowledge economy as we know it is already being commoditized by emerging world powers. Also it is said that future CEOs will be from the design community as they have a vision and the ability to presage the future as well as think multi-dimensionally. In India as well, the relevance of being a designer as a career option is therefore a great story.

Where to study?

Having made your choice for a career in Automotive Designing, the next question is where should you study? Should you continue in India or study abroad? India is fast catching up with quality courses in automotives. But then, Indian institutes are relatively new in the field and lack the expertise and experience. For those of you who can afford it (and those who can’t can always apply for scholarships) and want a head start, UK qualifications provide some benefits. First of all, it is well recognized by most employers’ world over. Secondly, the independence, creativity and self reliance that you get from your study abroad are highly valued by potential recruiters. UK institutes follow the highest quality standards and thus can guarantee to make you a better professional. You also cannot ignore the prestigious tag of a degree from abroad that may give you an unimaginable starting salary!

Some Engineering Universities in UK offering courses in the field of Automotive are:

University of Bath

University of Sheffield

University of Southampton

Coventry University

Brunel University, West London

University of Loughborough

University of Leeds

 

 

 

 

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Things You Should Know About Automotive Transmission Repair for Your Tampa Vehicle

Posted on May 7, 2011 by Admin



Many vehicle owners do not bother to know about the details of auto service and car repair, even auto AC repair, much less about automotive engines, brakes and transmission systems repair. A responsible Tampa mechanic should, however, make an effort to enlighten the vehicle owner on any diagnostic or car repair work done on the vehicle. Here are some things you should know about automotive transmission repair for your Tampa vehicle.

Minor Transmission In-Car Repair, Adjustment and Accessible Parts Replacement

Some transmission problems need only minor repair or adjustment without having to remove the vehicle’s transmission. For computer controlled transmissions, problems in shifting can often be traced to a faulty sensor sending wrong signals. It may also be a defective solenoid pack or a bad connection preventing the transmission from reacting to the computer command. Problems such as these do not require removal of the transmission nor an overhaul. Necessary adjustments can be done right in the car. This is often seen in late model transmission systems, starting from the Nineties.

For earlier transmission systems that are not computer controlled, shifting problems can often mean that the throttle cable needs adjustment. This problem can only be caused by damage from an accident or by previous incorrect adjustments made during other repair work, and not by wear and tear or normal use of the vehicle. This underlines the need to trust only professional auto service shops for your car repair needs. You will spare yourself from further problems in the future.

Some vehicles do not have a throttle cable but have a vacuum modulator instead. In some modulator designs, the vacuum modulator can be adjusted using an adjustment screw. The mechanic has to first ensure, however, that there are no vacuum leaks and that the engine is at its peak running efficiency. Sometimes, problems that seem to be transmission-related are in fact traceable to the engine and are resolved after an engine tune up or repair. Again, having a highly skilled mechanic will save you time and money.

Slipping, or engine racing during transmission shifts from one gear to another, is solved by adjusting bands in older transmissions.

Sometimes, transmission parts need to be replaced. It is much cheaper to replace accessible parts without having to remove the transmission from the vehicle. Removing the oil pan allows access to many control and electrical parts. A major drawback to this is that many auto service shops do not want to give warranties on such external warranties since they cannot be sure whether or not there are other internal transmission problems that they have not seen. Building a solid relationship with a reputable auto service shop and its mechanics will give you the assurance that the best service is being given for your vehicle, though.

Transmission Resealing

Transmission resealing is done to solve external leaks of transmission fluid. This is usually done after red spots of oil are observed on the ground or parking slot under the vehicle even if the transmission has been performing well. The vehicle is placed on a lift for inspection. Leaks found in any of the external seals or gaskets can be repaired by resealing without removing the transmission from the vehicle. If inspection shows that the front seal needs to be replaced, however, access to it can only be done by removing the transmission. This is a much more expensive procedure.

It is not very difficult to familiarize yourself with your vehicle’s requirements. Learning about automotive transmission repair from your Tampa mechanic is just one step in the right direction. There is more to learn but you can do so with small and easy steps at your own pace.

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How the automotive engine works

Posted on May 6, 2011 by Admin

The Engine

Technically speaking, your car’s engine is not a motor, although everyone uses the two words interchangeably. A “motor”converts electrical  energy into mechanical work such as the ecm and starter motor that cranks your engine. An “engine,” on the other hand, is a machine that converts heat energy into mechanical work. Your engine ecm does this by forcing the engine to burn gasoline inside its combustion chambers. When gasoline and air are mixed together in the right proportions (parts of air to one part gasoline is considered ideal) and ignited by a spark, the mixture explodes, creating tremendous heat and pressure. Although, combustion occurs in a split second, the ecm insures it does so in a controlled manner. When the spark ignites the mixture, a “flame front” sweeps out from the point of ignition like a rapidly expanding balloon until all the fuel mixture is consumed. This causes a sharp rise in cylinder pressure, and ecm performance  which pushes the piston down and turns the crankshaft. Thus, heat energy is transformed into useful mechanical work to power your car down the road. Pressing down on the accelerator pedal opens up the engine throttle, which allows more air and fuel to be drawn into the engine. This increases the density of the fuel mixture in each of the engine’s cylinders, which in turn increases the intensity of cylinder pressures when the mixture is ignited. As a result, the engine ecm develops more power, allowing it to either run faster or work harder, depending on the load. Let off on the accelerator pedal and the amount of air and fuel are decreased. Cylinder pressures drops and the engine ecm slows down.

In a way, you can think of an internal combustion engine as an air pump. The ecm sends signals to the throttle which allows it to pump more air through itself, and the greater the volume of air (and fuel, the greater the ecm output. That’s why bigger engines require a high performance ecm to produce more horsepower than smaller ones. They have a greater pumping capacity. Unfortunately, internal combustion engines are not very efficient when it comes to making good use of the heat energy produced by combustion. Only about a third of the heat energy is actually used to drive the vehicle. Nearly a third is lost when the hot exhaust gases exit

out the tailpipe. By the time the piston reaches the lower limit of its travel. cylinder

pressure has dropped considerably from its peak which occurred shortly after ignition.

The engine ecm has gotten all it can from the expanding combustion gases, yet heat energy remains which must now be dumped out the exhaust so the cylinder can repeat the process over again with a fresh charge of air and fuel Another 20 to 25 percent of the heat produced during combustion is lost to the cooling system.

As the engine burns fuel. It begins to heat up. Were it not for the cooling system,

the engine ecm would continue to build up heat until it eventually melted and destroyed  the ecm. So heat loss through this path is unavoidable. Another form of loss is overcoming internal friction: piston rings rubbing against the cylinders’,

cam lobes rubbing against their lifters; valves sliding up and down in their valve

guides; the crankshaft turning in its bearings; etc. Yet frictional losses aren’t as great as you might imagine. It’s only about 5 to 8 percent for most engines. Even so, it’s another loss that comes out of the useful work produced by combustion.

A percentage of the engine’s remaining power is also required to drive “parasitic” accessories such as the water pump, alternator, power steering pump, ecm and air conditioning compressor. There are also frictional losses in the engine ecm, transmission, drivetrain, and tires.

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automotive technology online Batteries – How Do You Know You’ll Have

Posted on May 6, 2011 by Admin



For automotive applications, there are basically three types of batteries: conventional, maintenance-free, and recombination.

Conventional Batteries

A 12-volt automotive battery contains six cells. In each cell is a series of alternating positive and negative plates, between which are isolator or separator plates to keep them apart. All the negative plates in the battery are connected, as are all the positive plates. Each plate has a grid construction, and to this grid, the plate’s active material – sponge lead – is bonded. The plates in each. cell are covered with a solution of distilled water and sulfuric acid (electrolyte). As the battery discharges (supplies electricity), the acid in the electrolyte reacts with the active material in the battery plates, forming lead sulfate and weakening the electrolyte solution. Conversely, as the battery is charged, the acid is returned to the solution, thereby strengthening it, and the used portion of the lead sulfate is converted back into active material in the plates. During this process, hydrogen and oxygen molecules are off-gassed out of the electrolyte, which is why a conventional battery often needs topping up with distilled water. The charge and discharge cycle also means that some lead sloughs off the plates. Over time, this builds up in the bottom of the case, reducing the overall capacity of the battery fluid. When enough material builds up, the plates will short out, and you’re stuck with a dead battery.

Maintenance-Free Batteries

Closed (maintenance-free) batteries are essentially the same as conventional batteries, except that they contain extra electrolytes in the partially sealed case. However, over time, this excess fluid is used up as fluid slowly off-gases hydrogen and oxygen molecules through the vents. Because these batteries cannot usually be topped off, once the plates begin to be exposed, the battery’s life span is over. Usually, this takes a long period of time, which is why these batteries often last longer than conventional batteries. However, in situations where frequent, rapid charge/discharge occurs (such as when running a winch or powerful spotlight without running the engine), a maintenance-free battery may not outlast a conventional one.

Another type of maintenance-free battery is the gel-type battery While these batteries cannot leak or spill fluid and can be installed at odd angles, they do have a weakness. Using electrolyte gel necessitates the use of thinner plates so that adequate dispersion of the acid through the active material occurs. Since gel batteries are also sealed, they cannot be topped off and care must be taken when charging so they don’t overcharge and gas-off, which will result in excessive sloughing of the plates, premature reduction in electrolytes, and eventual battery failure. This means that during the harsh vibrations associated with trail riding, a marginal gel battery can fail completely as the plates literally fall apart.

Recombination Batteries

The recombination battery is overall the best battery for off-road and heavy-duty use. They’re called recombination because they recombine the gas formed during charging, channeling it into the separators so it doesn’t vent out of the battery and reclaiming the water to keep electrolyte concentration at optimum. They are completely sealed (except for a reseating pressure-relief vent) and require no topping off of fluids. Recombination batteries can use either liquid or gel-type electrolytes and are different from other batteries because the acid is bound into the separators and pure lead can be used in the plates. Because of the purity of the materials used, there is no sloughing and the plates in these batteries can be very tightly packed. The result is a powerful, compact battery with quicker charging time, lower internal resistance than conventional or maintenance-free batteries, and a longer life span. In fact, for a conventional battery to deliver the same amount of starting power as a recombination battery, it would have to be two or three times larger. Because they contain no liquid as such, recombination batteries can be mounted in any position, will work when the case is damaged, and won’t leak in a rollover. In short, for off-road use, they are just about the perfect battery.

How Batteries Are Rated

Battery ratings are a determination of how much power a battery can produce under marginal conditions. There are a number of ways to determine a battery’s output, but ratings by ampere hour (Ah), cold-cranking amperes (CCA), and reserve capacity are the most common.

Ampere hours are determined by the SAE 20 test. This test is designed to show the amount of current that can be drawn from a battery for 20 hours without the voltage dropping below 1.75 volts per cell. In real-world terms, this means that a healthy battery should be capable of keeping the parking lights lit for 20 hours. For starting your truck, Ah doesn’t mean much. However, for powering accessories without the engine running, this can be an important measurement.

Cold-cranking amperes or CCA is the unit of measurement that generally determines a battery’s ability to start your engine. CCA is a measurement of the worst conditions under which a battery can be expected to deliver current, and it tests how much current in amperes a battery can deliver under extreme cold. According to the American SAE standard, CCA is determined by measuring how much current can be delivered in amperes for 30 seconds at -18 degrees C with a final voltage of 7.2 volts per cell or higher.

Reserve capacity is an important measurement for the total capacity of the battery and shows how long a battery can keep the engine running if the alternator/generator fails. Reserve capacity of a battery is measured in minutes at room temperature (approximately 70 degrees F). During this test, 25 amperes is drawn from the battery for as long as the voltage does not drop below 10.5 volts. For off-road use, it’s a good idea to make sure any battery you purchase has a reserve capacity of at least 120 minutes.

Reserve capacity is also important for those times when you need to run a radio, spotlight, winch, or other electrical accessory without running the engine.

A Batteries Two Enemies

Although just about all modem batteries are pretty reliable, there are two enemies that can grind even a brand-new battery to a halt – extreme cold and extreme heat. Batteries are at their best with internal temperatures (not ambient) above 50 degrees F and below 105 degrees F. Below and above this range, problems can develop, and a dead, damaged, or . useless battery can be the result.

We’ve all noticed that under extremely cold conditions (below freezing), the battery will turn over the starter motor slowly, if at all. This is because when the internal temperature of the battery gets below the optimum range, the chemical reaction inside the battery happens more slowly, and for every 10-degree drop below freezing, the time that the chemical reaction takes doubles. Because of this increased resistance, the voltage in the battery drops and cannot turn over the engine.

Heat can also have an adverse effect on your battery’s overall health. Battery power is reduced when it’s subjected to excessive temperatures, but the problem may not be immediately noticed until the temperature drops. At higher temperatures, the chemical reaction within the battery is more rapid. The battery can produce more energy more quickly. This is good, right? Wrong. The higher rate of energy production results in an increase in off gassing; the water in the battery is vented out as hydrogen and oxygen molecules and the rate of internal corrosion, or sloughing, increases. This can result in a short in one or more cells that is not noticed until cold weather diminishes the overall ability of the battery.

What to Buy

When it comes to batteries for automotive use, there is no such thing as a perfect battery. Any battery can fail if it is neglected, constantly overloaded, or overcharged. The important thing to remember is to get the right battery for your needs, one that is rated for your vehicle and all the accessories you use. Generally, this means a high Ah, high CCA, and high reserve capacity. Also, make sure you buy a quality unit. Don’t be fooled by the low price of the budget shops. Batteries sold in the no-name-battery discount stores often are poorly assembled and use inferior materials in the plates and separators. Name-brand batteries, such as AC-Delco, Sears DieHard, Exide, Interstate, Optima, and others, are manufactured to the highest standards, delivering high reliability combined with long life.

For off-road use, however, we feel that the recombination battery is the best overall, since it delivers high output, needs no maintenance, holds up well to the rigors of off-road driving, and has a quick recharge rate, as well as a long life span. It is a particularly useful battery for the off-roader because it has no liquid to leak out and can be mounted in any position (even upside down). Because of this, it won’t corrode battery trays or cables and is safe in a collision. You can actually shoot a 45-caliber bullet through the battery casing and it will still crank at full power. Try that with a conventional battery, and you have a leaking mess that will at best produce minimal voltage.

Although recombination batteries are sold under various brand names, Optima’s 800U is the original and also the only battery available with both top posts and side terminals, a feature that makes it especially well suited for specialized installations and powering accessories and where there is installation room for only one battery Since we also run a winch and driving lights from the starting battery, it has to be a powerful one. The 800 CCA and 120 minutes of reserve capacity the Optima offers means we can rely on the unit as a power source for lights and winch use when the engine is down, without sacrificing starting ability. Additionally, the side terminals make it easy to power the winch and other accessories directly off the battery without disconnecting the main power cables and disabling the vehicle’s computer. This makes for a clean installation without a lot of cable clutter at the main battery posts, which is especially important when there’s limited space around the battery top. read nore about information automotive online click here

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