Adjust the engine oil with the character of your machine

At the time machine working, friction occurs repeatedly antar komponen machine. This can lead to wear and tear on the surface. Lubricating oil would create a slippery surface, so that direct friction antar komponen machine can be prevented. The amount of friction can cause the engine to run into over-heat until jam or cause damage to the cylinder and piston, such as irregularities oil pump, oil leakage on the channel, and could also be because of incorrect use of type of oil itself. For that, it's good to follow tips as noted, the following, to use a lubricating oil.

* Type of Oil (Lubricants)

Based on raw materials there are three types of oil circulating in the market, namely mineral, semi synthetic, and synthetic. Mineral lubricant, the material is essentially oil, which is processed into lubricating oils. If then the processed results coupled with other synthetic materials to achieve a better quality standards, then the product is called a semi-synthetic lubricants. Higher quality synthetic lubricant called.

* Standard Viscosity Oil

Oil can be classified from viscosity or viscosity levels. In containers of oil, commonly found code letters and numbers that show it. For example SAE 40, SAE 50, SAE 90, and so on. SAE stands for Society of Automotive Engineers or the Association of Automotive Engineers, which sets the standard viscosity at a temperature of 100 oC. Behind the numbers indicate the level of consistency.

Code numbers such as multi-grade 10W-50 is a viscosity which can change according to temperature in the vicinity. W letter behind the number 10 stands for Winter (winter). So lube it means to have an equivalent level of viscosity SAE 10 (in the cold), but when the hot air viscosity equal to SAE 50.

* Classification of Oil Quality

Classification is determined by the quality of lubricating oil of API (American Petroleum Institute). Classification of the quality of an oil marked with code letters on the packaging, there are usually two parts separated by a slash, eg API Service SG / CD, SH + / CE +, and so on. Code with the letter S is an abbreviation of service (or spark which means spark), is a specification for gasoline engine oil usage. The letter C is an abbreviation of commerce (or compression because the combustion occurs at a higher air pressure), is the specification of the use of oil for diesel engines. Then for the second letter in the code is the level of quality in accordance with the sequence of alphabet letters. The closer the letter Z, the higher or better quality.

* Choose The Right and Qualified

Follow the vehicle owner's manual instructions that we use. If advised to use SAE 20W-50, then do not buy oil with different viscosity standards. Moreover, because the reason is cheaper and so on. For performance and character of its own engine oil specifications require.

* Beware of Oil Asphalt. Purchase or sale of oil in place of the formal workshop.

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Three seconds is most critical

Three seconds is most decisive for the driver as he slung his seatbelt on and finish with a click!. That's when he put himself in optimal protection, which until now continues to be praised.

In the USA, seatbelt being touted as a device capable of providing maximum protection to reduce serious injuries and deaths. In a country with a population of the world's largest car, seatbelt saved over 10,000 lives per year.

Just look at the figures released by the National Highway Traffic Safety Administration (NHTSA). According to the institute, between 1982 - 1988 seat belts have saved lives and special 118.361 1999, a total of 11.197 inhabitants. It is estimated that if all the passengers in the front seat seatbelt installed in that year, a total of 9.553 lives could be saved again.

While research conducted by the Ministry of Transport Canada suggests, seatbelt (just) managed to save 11.690 lives in the timeframe 1990 to 2000. For comparison, airbags (only) just to save 313 lives.

Unfortunately, lack of seatbelt usage in Indonesia is realized. In fact, many people judge seatbelt just make it complicated. Though the driver / front passenger have a risk of death 55% higher when not using a seatbelt (NHTSA, 1996).

In the USA it is also common. There, users seatbelt just in the range of 73% only. While the people of Europe and Canada is more to know yourself, seatbelt usage rate reached 90%.

Why seatbelt highly recommended? Imagine that. At the car pound something, direct velocity dropped to zero, while the passenger keeps moving with the velocity just before collision (remember 'law of inertia Physics first?).

Passenger without a seatbelt would slide hard mashing everything in front of him, from the dashboard, steering wheel, windshield, and even thrown out (in New Jersey, in the last decade, about 700 people thrown out because of not wearing a seatbelt). Passenger with a seatbelt while still restrained in his seat, because the kinetic energy of the body muted seatbelt.

To get maximum protection, use the seatbelt as directed. Currently most cars using three-point seatbelt. Make sure the seat belt across the shoulder, across his chest and across his lap. Make sure the lock also has worked well. Often users are careless and place athwart seatbelt in the abdomen or neck. This can actually be fatal in case of accident.

But the seatbelt has a negative side as well. This appliance is not safe to use parents, because it can cause injury to the chest. Seatbelt is not safe for pregnant women. To reduce that risk, sophisticated seatbelt is usually equipped with additional tools such as pretensiometer and force limiters.

Pretensiometer tighten the belt when the crash occurred, and help the body eliminate kenduran passenger / driver remains in his seat. Force limiter, which is usually found with pre tensioners, loosen the belt shortly after the collision, in order to avoid injury to the chest.

To reduce the potential for injury, Safety Research Center belongs to Ford Motor Co.., Are now being developed that can inflate seatbelt, which is expected to be safer and more optimal to protect motorists.

The new seatbelt called inflatable belt, works like an airbag. In the event of collision, the seatbelt it will inflate to expand the area to hold the body, so the body's kinetic style is more rapidly absorbed.

Currently, about 2 inches wide seatbelt. In the inflatable belt, the width can be expanded up to three-fold to 6 inches. In effect, the weight can be distributed in a wider area, the automatic pressure on the body becomes smaller. Thus, the risk of chest injury can be reduced.

To increase seatbelt use in the USA, NHTSA urged automakers to install a new device that can propel the rider put his seatbelt.

Institutions even require all cars marketed in the USA comes pendengung (buzzer) and the lights flashing on the dashboard to remind motorists to put his seatbelt.

Prangkat kind of Ford Motor Co. has applied. on all products output in 2002. Device called BeltMinder will be buzzing and the lights on the dashboard will blink, if motorists did not put his seatbelt more than five minutes.

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Reading a Tire

Specification tires are often forgotten. In fact, the numbers found on the tire wall is very informative and payers are known.
We can know the tire size, type tubles or not, the rate of speed, maximum carrying capacity and more tire information that we use. Below will explain the meaning of the row number.




Take for example P215/65R15 89H. Let's look at one-one:

Q: For passenger vehicles (passenger)

215: This symbol indicates the tire width is measured from one wall to another. That is, it determines the number of millimeters of tread. The bigger the number, the tire treads will look more broadly.

65: The ratio of height to width. The larger the numbers side of the tire will look higher. The smaller the number the lower the tire wall.

R: Construction of tires. The symbol R represents radial tire type.

15: The diameter of the tire, or better known by the ring 15. Usually correspond to the diameter (ring) wheels.

89: Index Power. Each figure has a different level haulage. It is also associated with the maximum wind pressure of n measured in units of PSI (pounds per square inch) and Kpa (kilopascals).

H: The rate of speed. Each letter has a different speed levels. The rate at which it covers:
- Q a maximum speed of 158 km / h
- S a maximum speed of 179 km / h
- T a maximum speed of 188 km / h
- U a maximum speed of 198 km / h
- H a maximum speed of 208 km / h
- V maximum speed of 240 km / h
- Z maximum speed above 240 km / h

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BMW 328 Roadster

Together with the BMW 328 Roadster (1936–1940) and the Dyna Panhard (1954),
Rover and Land Rover were among the first users of aluminium in Europe, the
ubiquitous Defender models using the 3xxx series alloys for flatter panels with the
Al–Mg 5xxx series being used in other applications, a wealth of experience being
gained in pressing, assembly and paint pre-treatment and finishing. Although the
chassis was cumbersome it was – and still is – ideal for mounting the extensive range
of Land Rover Defender body variants. Until this day the hot rolled grades of steel
are used (typically HR 4) but it is easy to see why efforts are being made to downscale
these relatively massive ladder frames with consideration being given to using newer
material in thinner gauges, e.g. high strength steels up to 300 N/mm2 (TRIP steels up
to 590 N/mm2 are now being used for 80 chassis parts on the Mitsubishi Paquera).
Design modifications must be made to accommodate the thinner gauges and
consideration has already been given to alternative material forms such as hydroformed
sections (described later), as referenced by the ULSAB process, which could be used
to bolster stiffness and crashworthiness. Although better suited to more conventional
car body design, the incorporation of tailored blanks again offers an alternative
approach giving the engineer strengthening exactly where required and a further
opportunity for parts consolidation/reduced weight. This enduring type of rugged
and versatile design has persisted as it answers the diverse needs of military purchasers
but it is not surprising that as fleet average economy targets are considered more
critically the monocoque is now becoming more stringent for the more volumeoriented
4 × 4 vehicles – as featured by the Land Rover Freelander. Durability is
satisfied by the use of hot-dip or iron–zinc alloy coating as steel substrates replace
the use of expensive aluminium for outer panels (see Chapter 7) and the model
features another material innovation in the selection of polymer front wings.
Before leaving body-on-chassis design it should be mentioned that other types of
chassis include the steel backbone type used by Lotus and the designs featuring
triangular sectional arrays as shown in Fig. 2.4. These were steel square or tubular
sections, and later Lotus adopted another chassis configuration termed the ‘punt’,
also shown.

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Materials for Automobile Bodies
Geoff Davies F.I.M., M.Sc. (Oxon)

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Early materials and subsequent changes

Wood used in conjunction with fabric has been referred to already and was the construction of the bodywork of many cars in the 1920s before its replacement by steel. For outer panels this was of fairly thick gauge between 0.9 and 1.00 mm and

much of it destined for the UK Midlands car plants was produced in the South Wales steelworks in ingot cast rimming or stabilized grades (Chapter 3). The rimming steels could be supplied in the ‘annealed last’ condition for deeper drawn internal parts but

for surface critical panels a final skin pass was essential to optimize the paint finish.

For complex and deeper drawn shapes the more expensive stabilized or aluminium killed material was used which conferred enhanced formability. Gradually a change took place – due to weight and cost reduction studies the average thickness of external panels reducing progressively to 0.8 mm in the 1950s/1960s and to the current level of 0.7 mm in use today for the production of the body of unitary construction shown in Fig. 2.1. Internal parts for structural members range from 0.7 to 2.0 mm, the scope for downgauging over the years being limited by stiffness constraints. Therefore although the thickness of strength related parts such as

longitudinal members can be reduced by utilizing high strength grades on the basis of added impact resistance, as rigidity is a major design criterion, and the elastic modulus of steels is constant throughout the strength range, opportunities for substituting lighter gauges are limited. This situation can, however, be improved by use of adhesives or peripheral laser welded joints and examples of the use of these techniques are

given later in this chapter and in Chapters 4 and 6. Although not introduced until 1948 the Land Rover provides a good example of a modern vehicle with a chassis of two standard lengths serving a myriad of agricultural and military purposes. Although answering the rugged off-road requirements of the 4 × 4 vehicle virtually any type of body shape could be tailormade and constructed without the need for a dedicated higher volume facility. When steel was difficult to obtain in sheet or coil form in 1948 the underbody frames were produced by welding together strips of steel cast off remnants and aluminium was used for many body

panels.

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Materials for Automobile Bodies

Geoff Davies F.I.M., M.Sc. (Oxon)

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The fastest, most expensive

BMW’S EFFICIENTDYNAMICS CONCEPT HEADS TO PRODUCTION AS A SCREAMING SUPERCAR—ONE EVEN

ENVIRONMENTALISTS CAN EMBRACE.

BMW’S STRIKING VISION E cientDynamics concept is headed for production in late

2012 or early 2013 as a 450-hp, twin-turbocharged halo for the company’s new environmental initiative. Theoretically at least, the production car, which may be badged M100 (shown here as an artist’s interpretation based on spy photos), has

what it takes to eclipse its most serious rivals. Extensive computer simulation

suggests that it will outpace the Mercedes-Benz SLS AMG, the Audi R8 5.2, and the Porsche 911 Turbo. Power will likely come from the twin-turbo in-line six that’s being cooked up for the next M3 and will be transmitted to the rear wheels via a dual-clutch automatic transmission.

How can such a car be considered at all environmentally sensitive? Well, it will

be available in slightly tamer, greener form, tentatively dubbed the i100

ActiveHybrid. More important, though, the new sports car scores green points by

sharing its platform and composition with Project i, BMW’s ambitious range of

minicars. In fact, the i100 and the M100 are a big reason why Project i needed to have a rear-mounted engine and rear-wheel drive. By moving the engine as close as possible to the rear wheels, BMW’s packaging wizards created something most

sports cars cannot o er: two usable, if not quite commodious, rear seats. Access to the second row shouldn’t be a major issue, as the production car will feature the gull-wing doors from the 2009 Frankfurt show concept car. To stow a limited quantity of luggage, the top-hinged rear window lifts up. A second cargo receptacle can be found in the nose of the vehicle.

Like other Project i variants, the sports car consists of a carbon-fi ber passenger

compartment fi xed to an aluminum chassis. While the M100 will be rearwheel drive only, the i100 will feature an electric motor at each wheel, in addition to a smaller gas engine. What that engine will be is still up in the air. The engineers

seem to favor a new 1.5-liter turbocharged three-cylinder, but top management,

fearful that sports car buyers will shy away from such a small powerplant, may

still tip the scales in favor of a turbo four-cylinder.

Altogether, the i100 should put out nearly 300 hp and 300 lb-ft of torque.

Lithium-ion batteries to power the electric motors will be tucked away in the

center backbone and near the fi rewall. The plug-in hybrid version of the i100 is

said to o er a zero-emissions driving range of ten to thirty miles, depending

on conditions. The M100 ditches the batteries and front motors but will still get an

electric boost via supercapacitors.

The supercapacitors, which are smaller and lighter than batteries, can store surplus energy from regenerative braking and then send it to the rear wheels to

support full-throttle takeo and passing maneuvers.

The M100 should be the fastest M car ever. In all likelihood, it will also be the most expensive. Prices are expected to start at about $225,000, with the i100 coming in at a more reasonable, but still very dear, $125,000 or so. AM

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by GEORG KACHE

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The compact graphite iron monolithic block

There have been trials to improve the strength of gray cast iron without losing its superior properties. Petrol engines have cylinder pressures ranging from 7 to 12 MPa, while heavy-duty diesels operate in excess of 20 MPa.

This high pressure generates much higher mechanical and thermal stresses on the cylinder block. The use of a cast iron block is widespread because of the high strength needed. However, a much stronger material is required to enable a lightweight design with decreased thickness. For these requirements, a block made of compact graphite iron has been proposed.

The graphite shape greatly influences the material characteristics of cast iron. Figure 2.17 gives a schematic representation of graphite morphology.

In the conventional casting procedure, cast iron generates a flaky shape (a)

in the iron matrix. However, when a special modification treatment is implemented on the molten iron just before pouring, graphite becomes round (b). Cast iron having this shape is called spheroidal graphite cast iron or nodular cast iron. The additive for spheroidizing is called a nodularizer. Compared to the flaky shape, this geometrical shape can avoid microstructural stress concentration to give higher mechanical strength and ductility. This is also referred to as ductile iron. However, the thermal conductivity and resistance to scuffing are not so high.

The third microstructure (c) is compact graphite iron (CGI) containing graphite of a vermicular (worm-like) form (c). This is a relatively new alloy that has improved mechanical strength without diminishing the favorable

properties of flaky graphite iron. As may be inferred from the shape, the properties of this iron are positioned between flaky and spheroidal iron. It has a higher tensile strength being 1.5 to 2 times as strong as flaky iron,

higher stiffness and approximately double the fatigue strength of flaky iron.

The thermal conductivity lies between flaky and spheroidal iron. This makes it possible to produce a cylinder block that is both thinner and stronger. The nodularizer inoculated in the molten iron gives perfect spheroidal

graphite. An imperfect spheroidizing treatment before pouring generates CGI. The nodularizer contains Mg. After the inoculation of the nodularizer, the graphite shape gradually changes to a flaky shape via a vermicular shape as shown in Fig. 2.18.6 The residual Mg content in the molten iron decreases with time due to the evaporative nature of Mg. This causes degradation of the spheroidal graphite to give CGI. An additional explanation is given in Chapter 4 and Appendix D.

The number of cast iron blocks used for petrol engines has decreased, while CGI is seen as a new cast iron for diesel engines. To meet Euro IV (2005) emission regulations, cylinder pressures of 18 MPa and higher are

being planned for car diesels. Even more stringent requirements under Euro V will come in from 2007 and 2008. Higher strength blocks with good thermal discharge properties will be required.

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The science and technology of materials in automotive engines

Hiroshi Yamagata

Woodhead Publishing and Maney Publishing

on behalf of

The Institute of Materials, Minerals & Mining

CRC Press

Boca Raton Boston New York Washington, DC

WOODHEAD PUBLISHING LIMITED

Cambridge England

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