1. Locate dipstick
The dipstick is located on the side of the engine block and is usually very
easy to find, with a distinctively shaped or brightly colored handle.
2. Remove dipstick and wipe clean
Remove the dipstick, catching any drops of oil on a rag, and wipe it clean.
There are markings on the lower end of the stick to indicate whether the oil
level needs to be topped up.
3. Take the oil level reading
Replace the dipstick and push it back down into the sump as far as it will go.
Remove it again, and the level of oil in the oil pan will be clearly visible
on the stick. If the level is below the ‘full’ or topmost mark, then you
should top up the engine to that level with fresh oil.
4. Check condition of oil
If the oil appears very black and dirty, it may have lost some of its
protective and lubricating qualities and may need to be completely changed.
Check the service record or ask the customer when the oil was last changed.
5. Adjust level if necessary
If additional oil is needed, estimate the amount by checking the service
manual guide to the dipstick markings. Unscrew the filler cap at the top of
the engine, and using a funnel to avoid spillage, gently pour the oil into the
engine.
6. Recheck the dipstick level
Replace the oil filler cap, and check the dipstick again to make sure the
level of oil in the engine is now correct.
CDX..
Wednesday, June 16, 2010
Viscosity
Summary
Viscosity rating indicates flow rate of oil at a given temperature. There are many grades. Thin oils tend to be for cold conditions. Oil with improver is called multi-grade or multiple-viscosity oil.
For oil to do all of the work that’s expected of it, it must have special properties.
Its viscosity is crucial. Viscosity is a measure of how easily a liquid flows. Low-viscosity liquid is thin and flows easily. High-viscosity liquid is thick and flows slowly.
Lubricating oil must be thin enough to circulate easily between moving parts, but not so thin that it will be forced out from between them.If it is forced out, parts will be left in direct contact and they’ll be damaged.
If it’s too viscous, it moves too slowly to protect parts, especially in a cold engine.
It was once normal practice for engines to need one grade of oil for summer, and another for winter. Oils are graded or classified by the American Society of Automotive Engineers, or SAE. An engine oil with an SAE number of 50 has a higher viscosity, or is thicker, than an SAE 20 oil. Oils with low viscosity ratings, say SAE 5W, 10W, and 20W were tested at a low temperature, around minus 18 degrees Celsius, and were used for cold conditions. Oils with high viscosity ratings, say, SAE 20, 30, 40 and 50, were tested at a high temperature, around 99 degrees Celsius, and were used for hotter conditions. Modern oils however are blends of oils which combine these properties. The oils are blended with additives, called viscosity index improvers, to form multi-grade, or multi-viscosity oils. They provide better lubrication, over a wider range of climatic conditions than monograde oils.
Oil is also classified by the American Petroleum Institute or API service classification. Oils for spark-ignition engines carry a prefix S, and diesel or compression-ignition engines use C. Some oils have additives that make them suitable for both. Manufacturers recommend which viscosity and API classification is ideal for a particular engine.
reference
CDX
Viscosity rating indicates flow rate of oil at a given temperature. There are many grades. Thin oils tend to be for cold conditions. Oil with improver is called multi-grade or multiple-viscosity oil.
For oil to do all of the work that’s expected of it, it must have special properties.
Its viscosity is crucial. Viscosity is a measure of how easily a liquid flows. Low-viscosity liquid is thin and flows easily. High-viscosity liquid is thick and flows slowly.
Lubricating oil must be thin enough to circulate easily between moving parts, but not so thin that it will be forced out from between them.If it is forced out, parts will be left in direct contact and they’ll be damaged.
If it’s too viscous, it moves too slowly to protect parts, especially in a cold engine.
It was once normal practice for engines to need one grade of oil for summer, and another for winter. Oils are graded or classified by the American Society of Automotive Engineers, or SAE. An engine oil with an SAE number of 50 has a higher viscosity, or is thicker, than an SAE 20 oil. Oils with low viscosity ratings, say SAE 5W, 10W, and 20W were tested at a low temperature, around minus 18 degrees Celsius, and were used for cold conditions. Oils with high viscosity ratings, say, SAE 20, 30, 40 and 50, were tested at a high temperature, around 99 degrees Celsius, and were used for hotter conditions. Modern oils however are blends of oils which combine these properties. The oils are blended with additives, called viscosity index improvers, to form multi-grade, or multi-viscosity oils. They provide better lubrication, over a wider range of climatic conditions than monograde oils.
Oil is also classified by the American Petroleum Institute or API service classification. Oils for spark-ignition engines carry a prefix S, and diesel or compression-ignition engines use C. Some oils have additives that make them suitable for both. Manufacturers recommend which viscosity and API classification is ideal for a particular engine.
reference
CDX
Functions of oil
Summary
Oil reduces unwanted friction. It reduces wear on moving parts, and helps cool an engine. It also absorbs shock loads and acts as a cleaning agent.
One function of a lubrication system is to reduce friction. Friction occurs between
all surfaces in contact. When moving surfaces come together, friction tends to slow
them down.
Sometimes that’s just what’s wanted. Friction can be useful.
But it can also cause serious damage. It can make metal parts so hot they melt and fuse together. When that happens, an engine is said to have seized.
How long an engine lasts depends to a large extent on how well it’s lubricated, especially at the points of extreme loading.
So lubrication reduces unwanted friction, and controls it where it is useful.
It reduces wear on moving parts. Clearances fill with oil so that engine parts move or float on layers of oil instead of directly on each other. Much less power is needed to move them and that’s a plus.
It helps cool an engine. It collects heat from the engine, then returns to the sump, where it cools.
It helps absorb shock loads. A power stroke can suddenly put as much as 2 tonnes force on main bearings. Layers of oil cushion this loading.
Oil is also a cleaning agent. It collects particles of metal and carbon and carries them back to the sump. Larger pieces fall to the bottom.
reference
CDX
Oil reduces unwanted friction. It reduces wear on moving parts, and helps cool an engine. It also absorbs shock loads and acts as a cleaning agent.
One function of a lubrication system is to reduce friction. Friction occurs between
all surfaces in contact. When moving surfaces come together, friction tends to slow
them down.
Sometimes that’s just what’s wanted. Friction can be useful.
But it can also cause serious damage. It can make metal parts so hot they melt and fuse together. When that happens, an engine is said to have seized.
How long an engine lasts depends to a large extent on how well it’s lubricated, especially at the points of extreme loading.
So lubrication reduces unwanted friction, and controls it where it is useful.
It reduces wear on moving parts. Clearances fill with oil so that engine parts move or float on layers of oil instead of directly on each other. Much less power is needed to move them and that’s a plus.
It helps cool an engine. It collects heat from the engine, then returns to the sump, where it cools.
It helps absorb shock loads. A power stroke can suddenly put as much as 2 tonnes force on main bearings. Layers of oil cushion this loading.
Oil is also a cleaning agent. It collects particles of metal and carbon and carries them back to the sump. Larger pieces fall to the bottom.
reference
CDX
Tuesday, June 15, 2010
How Car Suspensions Work
When people think of automobile performance, they normally think of horsepower, torque and zero-to-60 acceleration. But all of the power generated by a piston engine is useless if the driver can't control the car. That's why automobile engineers turned their attention to the suspension system almost as soon as they had mastered the four-stroke internal combustion engine.
The job of a car suspension is to maximize the friction between the tires and the road surface, to provide steering stability with good handling and to ensure the comfort of the passengers. In this article, we'll explore how car suspensions work, how they've evolved over the years and where the design of suspensions is headed in the future.
If a road were perfectly flat, with no irregularities, suspensions wouldn't be necessary. But roads are far from flat. Even freshly paved highways have subtle imperfections that can interact with the wheels of a car. It's these imperfections that apply forces to the wheels. According to Newton's laws of motion, all forces have both magnitude and direction. A bump in the road causes the wheel to move up and down perpendicular to the road surface. The magnitude, of course, depends on whether the wheel is striking a giant bump or a tiny speck. Either way, the car wheel experiences a vertical acceleration as it passes over an imperfection.
Without an intervening structure, all of wheel's vertical energy is transferred to the frame, which moves in the same direction. In such a situation, the wheels can lose contact with the road completely. Then, under the downward force of gravity, the wheels can slam back into the road surface. What you need is a system that will absorb the energy of the vertically accelerated wheel, allowing the frame and body to ride undisturbed while the wheels follow bumps in the road.
The study of the forces at work on a moving car is called vehicle dynamics, and you need to understand some of these concepts in order to appreciate why a suspension is necessary in the first place. Most automobile engineers consider the dynamics of a moving car from two perspectives:
* Ride - a car's ability to smooth out a bumpy road
* Handling - a car's ability to safely accelerate, brake and corner
These two characteristics can be further described in three important principles - road isolation, road holding and cornering.
reference
http://auto.howstuffworks.com/car-suspension.htm
The job of a car suspension is to maximize the friction between the tires and the road surface, to provide steering stability with good handling and to ensure the comfort of the passengers. In this article, we'll explore how car suspensions work, how they've evolved over the years and where the design of suspensions is headed in the future.
If a road were perfectly flat, with no irregularities, suspensions wouldn't be necessary. But roads are far from flat. Even freshly paved highways have subtle imperfections that can interact with the wheels of a car. It's these imperfections that apply forces to the wheels. According to Newton's laws of motion, all forces have both magnitude and direction. A bump in the road causes the wheel to move up and down perpendicular to the road surface. The magnitude, of course, depends on whether the wheel is striking a giant bump or a tiny speck. Either way, the car wheel experiences a vertical acceleration as it passes over an imperfection.
Without an intervening structure, all of wheel's vertical energy is transferred to the frame, which moves in the same direction. In such a situation, the wheels can lose contact with the road completely. Then, under the downward force of gravity, the wheels can slam back into the road surface. What you need is a system that will absorb the energy of the vertically accelerated wheel, allowing the frame and body to ride undisturbed while the wheels follow bumps in the road.
The study of the forces at work on a moving car is called vehicle dynamics, and you need to understand some of these concepts in order to appreciate why a suspension is necessary in the first place. Most automobile engineers consider the dynamics of a moving car from two perspectives:
* Ride - a car's ability to smooth out a bumpy road
* Handling - a car's ability to safely accelerate, brake and corner
These two characteristics can be further described in three important principles - road isolation, road holding and cornering.
reference
http://auto.howstuffworks.com/car-suspension.htm
Car Handling Basics
There are a number of aspects to your car's handling and cornering ability that we need to understand in order to fully appreciate our discussion on suspension tuning. We'll begin by looking at the various conditions and properties that affect your car's handling, and the different characteristics of road holding.
UNDERSTEER, OVERSTEER, BUMP STEER AND ROLL STEER
The terms understeer, oversteer and bumpsteer refers to the car's steering characteristics that are affected by the car's suspension settings. Understeer and oversteer occurs under cornering conditions, while bumbsteer (and roll steer) occurs when negotiating rough road conditions.
* Understeer occurs when the front wheels of the car tends to lose grip and drifts towards the outside of the turn, giving the impression that the car is straightening, or not turning in enough. The suspension setting on most stock cars tend to favor understeer. This is because understeer is seen as a safer option than oversteer for the average driver as the correction is instinctively accomplished by reducing speed or turning more into the corner.
* Oversteer occurs when the rear wheels the car tends to lose grip and drifts towards the outside of the turn, giving the impression that the car is turning in too much. The driver must counter oversteer by straightening the car a little otherwise the car will spin if it is pushed to its limit. Oversteer on rear wheel drive and all wheel drive (AWD) cars is sometimes useful for the experienced driver who can use the power to the rear wheels to balance the steering through the corner, allowing the driver to come out of the corners at higher speeds.
* Bump steer results from the suspension geometry occurs when the toe angle of the front wheels change as the suspension moves in an upward (bump) or downward (drop) motion as it negotiates the bumps over a rough road surface.
* Roll steer is similar to bump steer but occurs when the toe angle of the front wheels change as the suspension moves in an upward due to body roll.
http://www.custom-car.us/suspension/handling.aspx
UNDERSTEER, OVERSTEER, BUMP STEER AND ROLL STEER
The terms understeer, oversteer and bumpsteer refers to the car's steering characteristics that are affected by the car's suspension settings. Understeer and oversteer occurs under cornering conditions, while bumbsteer (and roll steer) occurs when negotiating rough road conditions.
* Understeer occurs when the front wheels of the car tends to lose grip and drifts towards the outside of the turn, giving the impression that the car is straightening, or not turning in enough. The suspension setting on most stock cars tend to favor understeer. This is because understeer is seen as a safer option than oversteer for the average driver as the correction is instinctively accomplished by reducing speed or turning more into the corner.
* Oversteer occurs when the rear wheels the car tends to lose grip and drifts towards the outside of the turn, giving the impression that the car is turning in too much. The driver must counter oversteer by straightening the car a little otherwise the car will spin if it is pushed to its limit. Oversteer on rear wheel drive and all wheel drive (AWD) cars is sometimes useful for the experienced driver who can use the power to the rear wheels to balance the steering through the corner, allowing the driver to come out of the corners at higher speeds.
* Bump steer results from the suspension geometry occurs when the toe angle of the front wheels change as the suspension moves in an upward (bump) or downward (drop) motion as it negotiates the bumps over a rough road surface.
* Roll steer is similar to bump steer but occurs when the toe angle of the front wheels change as the suspension moves in an upward due to body roll.
http://www.custom-car.us/suspension/handling.aspx
Coil springs
The load-carrying ability of a coil spring depends on the wire diameter, the overall spring diameter, its shape, and the spacing of the coils. Coil springs can look alike but give very different load ratings, which are often color coded for identification.
Coil springs are used on the front suspension of most modern light vehicles, and in many cases, they have replaced leaf springs in the rear suspension.
A coil spring is made from a single length of special wire, which is heated and wound on a former, to produce the required shape.
The load-carrying ability of the spring depends on the diameter of the wire, the overall diameter of the spring, its shape, and the spacing of the coils.
And this also decides which vehicle it is suitable for. A light commercial vehicle has springs that are robust and fairly stiff.
On a small passenger car, they are lighter, and more flexible.
The coils may be evenly spaced, or of uniform pitch, or unevenly spaced.
The wire can be the same thickness throughout, or it may taper towards the end of the spring.
The spring itself may be cylindrical, barrel-shaped, or conical.
Generally, a cylindrical spring, with uniform diameter wire, and uniform pitch, has a constant deflection rate. Its length reduces in direct proportion to the load applied.
When the pitch is varied, the deflection rate varies too. The spring is then said to have a progressive rate of deflection.
Similarly for varying wire diameter and the shape.
A spring with a progressive rate deflects readily under a light load, but increases its resistance as the load increases. This gives a softer ride.
As conical and barrel-shaped springs compress, they collapse into themselves. This gives a longer suspension travel for the length of the spring, than for a cylindrical spring. This gives a softer ride for light-load situations, and a harder ride for heavy load situations.
As a cylindrical coil compresses, it can become coil-bound, which limits its travel.
Coil springs can look alike but give very different load ratings, which are often color coded for identification.
They normally use rubber pads to prevent transmission of noise and vibration.
Coil springs are used on the front suspension of most modern light vehicles, and in many cases, they have replaced leaf springs in the rear suspension.
A coil spring is made from a single length of special wire, which is heated and wound on a former, to produce the required shape.
The load-carrying ability of the spring depends on the diameter of the wire, the overall diameter of the spring, its shape, and the spacing of the coils.
And this also decides which vehicle it is suitable for. A light commercial vehicle has springs that are robust and fairly stiff.
On a small passenger car, they are lighter, and more flexible.
The coils may be evenly spaced, or of uniform pitch, or unevenly spaced.
The wire can be the same thickness throughout, or it may taper towards the end of the spring.
The spring itself may be cylindrical, barrel-shaped, or conical.
Generally, a cylindrical spring, with uniform diameter wire, and uniform pitch, has a constant deflection rate. Its length reduces in direct proportion to the load applied.
When the pitch is varied, the deflection rate varies too. The spring is then said to have a progressive rate of deflection.
Similarly for varying wire diameter and the shape.
A spring with a progressive rate deflects readily under a light load, but increases its resistance as the load increases. This gives a softer ride.
As conical and barrel-shaped springs compress, they collapse into themselves. This gives a longer suspension travel for the length of the spring, than for a cylindrical spring. This gives a softer ride for light-load situations, and a harder ride for heavy load situations.
As a cylindrical coil compresses, it can become coil-bound, which limits its travel.
Coil springs can look alike but give very different load ratings, which are often color coded for identification.
They normally use rubber pads to prevent transmission of noise and vibration.
Principles of suspension
Principles of suspension
The suspension system isolates the body from road shocks and vibrations which would otherwise be transferred to the passengers and load.
It also must keep the tires in contact with the road. When a tire hits an obstruction, there is a reaction force. The size of this reaction force depends on the unsprung mass at each wheel assembly.
The sprung mass is that part of the vehicle supported by the springs - such as the body, the frame, the engine, and associated parts.
Unsprung mass includes the components that follow the road contours, such as wheels, tires, brake assemblies, and any part of the steering and suspension not supported by the springs.
Vehicle ride and handling can be improved by keeping unsprung mass as low as possible. When large and heavy wheel assemblies encounter a bump or pothole, they experience a larger reaction force, sometimes large enough to make the tire lose contact with the road surface.
Wheel and brake units that are small, and light, follow road contours without a large effect on the rest of the vehicle.
At the same time, a suspension system must be strong enough to withstand loads imposed by vehicle mass during cornering, accelerating, braking, and uneven road surfaces.
CDXetextbook
The suspension system isolates the body from road shocks and vibrations which would otherwise be transferred to the passengers and load.
It also must keep the tires in contact with the road. When a tire hits an obstruction, there is a reaction force. The size of this reaction force depends on the unsprung mass at each wheel assembly.
The sprung mass is that part of the vehicle supported by the springs - such as the body, the frame, the engine, and associated parts.
Unsprung mass includes the components that follow the road contours, such as wheels, tires, brake assemblies, and any part of the steering and suspension not supported by the springs.
Vehicle ride and handling can be improved by keeping unsprung mass as low as possible. When large and heavy wheel assemblies encounter a bump or pothole, they experience a larger reaction force, sometimes large enough to make the tire lose contact with the road surface.
Wheel and brake units that are small, and light, follow road contours without a large effect on the rest of the vehicle.
At the same time, a suspension system must be strong enough to withstand loads imposed by vehicle mass during cornering, accelerating, braking, and uneven road surfaces.
CDXetextbook
Wednesday, June 2, 2010
proride product
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