Your info on when the 4g63 was introduced is
incorrect as the motor was used in 8valve form in the Starions It put out 125 kw
then in some countries it had 12 valves and was called the DASH MOTOR (dual
action super head ) where the small in valve opened all the time & the
larger inlet came into action at app 1700rpm& put out 148 kws the same as
the tc vr4s
Although published some time ago, I really enjoyed
Changing the Squeeze.
FYI, one new patented method developed since the article's publication includes
mounting the whole crankshaft in an eccentric and moving it up and down. Saab's
patent number 7,213,545 describes this technique. See http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO2&Sect2=HITOFF&u=%2Fnetahtml%2FPTO%2Fsearch-adv.htm&r=1&p=1&f=G&l=50&d=PTXT&S1=7213545.PN.&OS=pn/7213545&RS=PN/7213545
All At Once
Congratulations! The new 'all at once' approach to
releasing the weekly articles is greatly welcomed, as many of us live busy lives
& cannot log on daily to get our Autospeed fix.
Suction Camera Mount
What a brilliant article by Julian Edgar on : "DIY
Suction Camera Mount - Get your still or video camera into weird and wonderful
places!" I have a film production company and been trying to locate exactly that
suction mount from a very early version I have from the UK many, many, many
years ago. We use similar mounts for documentaries and soon for 3 Indian rallies
/ races. However they are expen$ive for long shoots! This version is absolutely
ideal, we'd liek to make a few for our kits. Could you please advise where he
bought it. Hopefully in Melbourne, although anywhere is Aus is OK.
The suction mount was bought some years ago
from a boating supplies shop in Brisbane.
I read your latest article on airbox testing. Well
done!!! I found the decrease in airflow in the various boxes when attached to an
'intake' or 'snorkle' to be very interesting. I have a question. Both of my
cars, a 2001 Turbo Beetle and a Toyota Sienna van (3.0L V- 6), have 'snorkels'
attached to the air filter boxes that lead to cooler air outside the engine
compartment. The snorkels have large boxes, or chambers, designed into the
snorkel. The van's looks like a boxy saxophone and there's a secondary, and much
larger, intake tube that is opened or closed by a vacuum motor/flap set up. The
Beetle's system looks like plumber's nightmare!!! I just looked at a new Camry
Hybrid with the 2.4L four engine, and it too has a small chamber attached to the
intake on the air filter box. Indeed, there's also a very small 'box' designed
into the intake just behind the mass air flow unit.
OK! So what are these boxes for?? How do they
work?? Would the presence of the boxes or chambers in the 'snorkel' have the
effect of increasing the 'efficiency' of a 'Plane Jane' intake tube?
Thanks!!! And, I really enjoy reading the articles
Kicks Dirt on Biofuels
I enjoyed Andrew Simpson's article that compared
various fuels and vehicle types. Although it is presented as the "last word on
the subject," it still needs refining. For instance, I make biodiesel, but I do
it very differently from the usual. Instead of using soybeans or rapeseed, I use
jatropha. Our plants grow for 30-50 years so we don't run tractors and combines
over the fields every year, opting instead to plant, tend and harvest by hand.
We also only sell within our local markets to minimize the impact of shipping.
We don't use petroleum-based fertilizers, herbicides or pesticides. So you can
see, the resultant fuel has a very different well-to-wheel number than
Additionally, we hope to use algae in the future
to improve these numbers further. We are also looking to use hydro-treatment
instead of transesterification that dramatically reduces the fuel's
environmental footprint by not using methanol. This new fuel, called "green
diesel," has better mileage and other properties than petro-diesel.
My point here is that this study kicks some dirt
on biofuels which are still in their infancy. We are making major strides to
improve the well-to-wheel numbers, so don't count us out just yet. Also remember
that the passenger vehicle is not the only problem we face. We need better fuels
for generators, big trucks, trains, ships, planes and construction/farm
equipment. In most of these cases there is no gasoline, electric, hybrid, fuel
cell, CNG or other alternative -- it's petro-diesel vs. biodiesel. As petroleum
is used up and gets harder to extract, its price will make biodiesel more and
The other critical area we need some serious work
on is that our vehicles need to make the most out of what ever fuel we use by
being much lighter, aerodynamic and efficient.
I don't know if it's bean mentioned befor, but a
'Die Nut' isn't actually used for forming a thread, it is used to clean, tidy up
a damaged thread or finish a new thread (such as a thread that is cut on a
lathe). Having said that, brute force and ignorance can allow a Die Nut to form
a thread, just don't expect them to form many with a good finish.
Thanks - correction to Making Things, Part 4 has been
Re : Alternative Cars, Part 7 - Fuel Cells
Alternative Cars, Part 7 - Fuel Cells
I was just reading your article on Fuel Cells
dated October 2007. In November 2007 Honda has news released that they have
overcome a few of the technical issues, mainly the low temperature starting
As far as generation of Hydrogen is concerned, we can go zero emmissions on this
by using solar electircity and water which are abundantly available. Honda has
shown that the car itself is quite viable as a prduction car not just as a
prototype. The Oil producers have tried very hard over the past 30 years to
supress all of this type of technology to the point that they have enriched
themselves at the expense of the world where they can be building cities like
the New Dubai. This is not envy by the rest of the world, but simply a matter of
looking at an over priced commodity at the expense of everyone else, not to
mention the environmental impact of using fossil fuel. Solar cell manufacturers
need to step up to the plate and lobby Goverments to help them subsidise the
cost of making innovative cells that integrate with house roofs rather than
something that looks quite unsighly. Image a roof that was really a solar panel
with all the durability of a conventional roof. You could now have self
sufficient engery homes, fueling stations, and offices running off solar. We
need to make the investment for making solar electricity practical now that the
automakers like Honda have made a fuel cell for automobiles that is ready for
real world production. You may also notice that Honda has a home Hydrogen
fueling solution also using natural gas which is abundalty available http://world.honda.com/news/2007/4071114Experimental-Home-Energy-Station.
However I believe solar is ultimately the best solution.
Would you please inform Julian Edgar that the
claim of a "breakthrough" in his LPG injection for diesels article Diesel LPG - an Amazing Breakthrough is stretching things a bit.
Here in Canada , LPG has been injected in commercial boats, trucks, and buses
If you have any evidence that
electronically-controlled, fully mappable, aftermarket LPG has been used on
diesels for decades, we’d love to see it.
Re: Auto Air Conditioner Controller Auto Air Conditioner Controller. Wouldn't it also be
useful if this could switch off the alternator? Surely it does not need to run
100% of the time. Is there a method of switching it off electrically that would
prevent it from taking mechanical power from the engine? I have a lightweight
kitcar with a smallish engine that would benefit greatly from this.
Normally, the alternator power drain is quite
small – depending on what accessories the car has on, perhaps 500W. So yes, it
will help a little – but only a little.
I'm really interested in the water injection
articles, however I noticed that in the subsequent article Motor Speed Control
Module - Part 3 - Water Injection
Motor Speed Control Module - Part 3 - Water Injection, you utilise a speed
contorler that modifies DC voltage over 12v.
However the ulka high
pressure pump runs on 240v AC. I'm keen on trying to develop a system whereby
the ulka pump can provide varying water injection with load, and after checking
out the ulka website I've found out that the movement of the piston is dependant
on the frequency of the current. Or in italian translated to
"The vibration pump, then, can be described as a pumping system
where a piston makes its sucking passive stroke in the active electromagnetic
stage and its pushing fluid active stroke in the passive electromagnetic stage.
The piston strokes correspond to the frequency values in use"
So if the
frequency can be varied so can the action of the pump itself.
Do you guys
have any ideas on the best way to achieve variable frequency in an automotive
Perhaps it could be the basis of a new article?
The other option I have considered is using the
pump to feed two seperate nozzles each controlled independantly by a flow
control valve of some sort. In this instance the water injection could be varied
in a number of steps, off at low load, on at medium, and both on at full load.
Or you could get trricky and use two different sized nozzles to vary the flow
even more. Obviously this solution would not be ideal due to the very coarse
adjustments available in the system.
Thanks guys, I'd appreciate any help
you could give me.
We are aware that the pump frequency can be
varied to alter flow. The trouble is, once the flow drops, the nozzles no longer
atomise. Yes, you could use multiple, different sized nozzles switched-in as