ride control
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Ride ControlEuropean Training
Review
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A mechanism connecting theroad wheels to the vehicle’sframe or body.
Página 3
Supports the weight of the vehicle.
Cushions road bumps.
Maintains correct body position relative tothe road.
Transmits tyre traction forces between theroad and the vehicle (drive/acceleration,braking, turning).
Maintains correct wheel orientation relative to the body.
Isolates tyre/road noise.
Dampens body and wheel vibrations.
Maintains steady wheel contact with the road.
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1) Spring2) Sway bar (optional)3) Linkage4) Bushings/mounts5) Shock Absorber
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Spring
Supports the weight of the vehicle.
Cushions road bumps.
Spring & Sway Bar
Maintains correct body position (height) relative to the road.
Linkage
Transmits tyre traction forces between the road and the vehicle.
Maintains correct wheel orientation relative to the vehicle body.
Bushings/Mounts
Isolates the cabin from tyre and road noise.
Shock Absorber
Damps out body and wheel vibrations.
Maintains steady wheel contact with the road.
Página 6
To be dissipated through thehydraulic fluid
It is a unit designed to control the spring motion
Stops the spring vibration.
The working principle is to transform the kineticenergy (motion) into thermal energy (heat).
Thermal energy (heat)
Kinetic energy (motion)
Página 7
A strut is a type of shock absorber also providing linkage and spring support functions - A Key Structural Component!!
ShockStrut
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“Rigid Axle” “Independent”
BOTH TYPES REQUIRE SHOCK ABSORBERS!!
Página 10
Rigid Axle
Cost.
Durability.
Independent
Ride Comfort.
Roadholding.
Página 12
The study (analysis and testing) ofvehicle motion.
Interaction between driver, vehicle androad.
Four main areas:
Handling.
Roadholding.
Ride.
NVH (Noise, Vibration, Harshness).
Página 13
Vehicle behavior in response to driver commands.
Directional stability, agility and control at speed
It's strongly affected by body and wheel motion
WHAT IS THE EFFECT OF SHOCK ABSORBERS ON HANDLING?
Página 14
Ability of the wheels to remain in steady contact with the road.
Especially significant on bumpy surfaces while turning, braking, or accelerating.
WHAT IS THE EFFECT OF SHOCK ABSORBERS ONROADHOLDING?
Página 15
Primarily vertical vehicle body motion and its effect on comfort.
WHAT IS THE EFFECT OF SHOCK ABSORBERS ON RIDE?
Página 16
NVH: “Noise, Vibration and Harshness”
Interior noise over sharp bumps or rough road texture
WHAT IS THE EFFECT OF SHOCK ABSORBERS ON NVH?
Página 17
Hydraulic Shock Absorbers arevelocity sensitive.
They are typically designed with aseries of:
Low-speed "Bleeds".
Mid-speed "Deflective discs".
High-speed "Orifices".
Página 18
Reboundor Extension
Jounce orCompression
Rebound Valve
Compresión Valve
Página 19
Hz
0 5 16 23PK’s MK’sSilent Blocks
Shock Absorbers& Springs Tyres
Piston rod speed in Hz
(Hz = Cycles per second)
Página 20
Upper mounting (loop)
Rubber bushing
Dirt shield
Oil seal
Piston rod guide
Chrome painted and super finished piston rod
Multi-stage valve system (compression)
Hydraulic Oil
Multi-stage valve system (compression)
Rubber bushing
Lower mounting (loop)
Upper mounting (loop)
Rubber bushing
Oil seal
Piston rod guide
Dirt shield
Chrome painted and super finished piston
Valving System
(Compression and rebound)
Floating piston
High pressure nitrogen gas
Rubber bushing
Lower mounting (loop)
Página 21
In a two-tube shockabsorber:
Why do we need asecond tube?
Oil
Oil
Página 22
Summary of why it blocks in compression stroke
If the piston rod israised this distance,this volume of oilneeds to transferfrom the lowerchamber to theupper chamber.
However, due to thevolume occupied bythe piston rod, thisoil is unable totransfer through thepiston rod valve,thus causing aBLOCK.
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FloatingPiston
But what happens with themono-tube shock absorbers?
Piston
PressurizedGas
Oil
Gas
Página 24
Two-tubes shock absorber Mono-tube shock absorber
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FT = P x ( x r2)
FT = 5 x (3,1416 x 0,72)
FT = 7,69 Kg
Which is the real effort that the shock is making dependingupon the technology ?
Depending on the technology inside,
FT = PT x ST
FM = P x ( x r2)
FM = 30 x (3,1416 x 0,72)
FM = 46,18 Kg
FM = PM x SM
14 mm
TWIN-TUBE 5 BarMONO-TUBE 30 Bar
Oil
Gas
Oil
Oil
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Maintains level ride height.
Ideal for heavier application.
Can adapt to variable weight.
In-cab adjustable electronic air pump kit, alsoavailable (CK-12).
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Maintains level ride height, when loaded.
Reduces lean and sway.
Supports up to 600 kg. (Fully compressed).
Up to 125 kg. tongue weight.
Ideal for variable loads.
No maintenance.
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Outer Tube
Oil Reservoir
Lever position Pump Rod (Height Regulator)
Cylinder Tube
Damping Valves
Pump Chamber (w/inlet and outlet valve)
Release Bore
High Pressure Chamber (HP)
Piston Rod (support element)
Página 33
STANDARD AIR NIVOMAT
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Excess weight transfer will cause unloaded tyres to pass very abruptlyfrom sticking into sliding.
The handling of the car will be dramatically reduced.
WHAT IS THE EFFECT OF SHOCK ABSORBERS ON WEIGHT TRANSFER?
Página 35
W: 1.000 Kg (Total Weight).CGH: 0,60 m (height of the CG).WB: 2,375 m (distance betw. Axles).F: 0,8 g (Breaking Force).
Weight Transfer (T):
T= (W x CGH x F) / WB
1000 x 0,6 x 0,8
2,375= 202 kgT =
Página 36
1000 x 0,6 x 0,8
1,324
W: 1.000 Kg (Total Weight).CGH: 0,60 m (height of the CG).TW: 1,324 m (distance betw. Wheels).F: 0,8 g (Inertia Force).
Weight Transfer:
WT= (W x CGH x F) / TW
= 363 kgWT=
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Important considerations regardingthe EUSAMA suspension tester.
Key factors which impact on thetest results.
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CALCULATION
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DISADVANTAGES
The Suspension Tester does notonly test the shocks.
The Suspension Tester tests allthe suspensionelements at the same time.
TO TEST THE SHOCKS PROPERLY:
There is only one way to correctly test the status of a shockabsorber:
Remove it and the rest of the suspension elements from the car,and test it in a dynamometric tester.
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OTHER FACTORS WHICH AFFECT THE RESULTS OF THE EUSAMATESTER:
Other suspension elements such as Silent-Blocks, Bushings, etc.
Tyre type and status (Harder, older Worse results)
Tyre pressure (Less pressure Better results)
Shock absorber linkage (MK´s, screws torque, etc)
Hand brake (On Better results)
Shock absorber temperature (Warmer Softer)
Weight of the vehicle (Overloaded Better results)
Size of the vehicle (More weight Better results)
Suspension type (Mac-Pherson strut, conventional shockabsorber, rigid axle or independent suspension, sway bar, etc.)
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AW= Adjusted Weight = Natural Weight - weight loss due tothe oscillations of the Eusama test
NW= Natural Weight, is the weight of the axle measuredthrough the wheels at the Eusama tester platform in staticmode.
AW
EUSAMA FACTOR = ------------------ x 100
NW
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COMPRESSION
REBOUND
0,12
0,42
0,74
Piston Rod Speed (m/s)
Compression Efforts DaN (1DaN=0.98Kg)
Rebound Efforts DaN
27
77
160
44
154
313
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Diagnosis of theSuspension System
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Lift and lower wheel,feel for free play.
Rock in and out attop and bottom.
Support under subframe
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Inspect for corrosion 30cm around suspensionmountings.
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Uneven wear of tyre surface is usually due to worn out shock absorbers.
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This is a picture of "normal" tyre wear. Although this tyre does notappear to be perfectly smooth such type of wear is expected. Thedesign of the tread is what causes this pattern of wear. This tyre hasbeen in service on a vehicle that has had its alignment, wheelbalance and tyre rotation maintained on a regular basis.
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The tyre wear in this picture has been caused by incorrect camber.Incorrect camber will cause either inside or outside shoulder wear.If the camber is too positive (top of tyre leans out) it will causeoutside shoulder wear. If the tyre leans in too much at the top,negative camber, it will cause the inside of the tyre to wear. Tocorrect this type of tyre wear the camber will have to be adjusted.
Caster angle
Combined angles
Included angle
Movie
Movie
Movie
Página 52
The wear on this tyre has been caused by a combination of weakshocks/struts and a wheel balance problem. If the shock/strut isweak then the tyre is allowed to leave the ground and wear canoccur. If the tyre is out of balance then the tyre wear will be evenmore pronounced because the tyre will spend even more time offthe ground.
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This tyre is off the rear of a front wheel drive vehicle. The rear toe isincorrect on this wheel which caused a diagonal wear pattern acrossthe tread. Most front wheel drive vehicles allow for the rear toe tobe adjusted either with factory adjusters or with the installation ofan aftermarket kit.
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This tyre has experienced wear that was caused by being run withtoo low an air pressure for an extended period of time. There is alsoa slight toe problem that has surfaced as well. Tyre pressure iscritical to maintaining proper tyre life.
TREAD CONTACT WITH ROADUNDERINFLACTION
UNDERINFLACTIONSHOULDERS OF TREAD WORN
Página 55
The tyre wear on this tyre is called "feather-edge" wear and iscaused by incorrect toe. if the toe is incorrect it results in the tyresbeing dragged across the road. How much they are draggeddepends on how far out the toe is. If the toe is out as little as 1/8" itwill result in the tyre being dragged 28 feet sideways for every miledriven.
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Oil loss / Rust
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Consider thecontamination effecton the piston rod.
Check dust coversand compressionbumpers.
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top mount.
bottom mount.
Fixing devices
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A cracked or abnormally deformed mounting bush may cause noisein the suspension when Accelerating / Braking / or going overobstacles.
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Corrosion
Damage
Coil Springs /Spring Plates
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Deformation of the body of the shockabsorber may slow down or stop the pistonas it goes back and forth.
This can be caused by a car accident orstone damage from having driven onbad roads.
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Danger
Página 63
How often does a shock absorber compress & extend per km?
5000-7000 times
source: TE
50.000 km = 250.000.000x
100.000 km = 500.000.000x
A shock is a wear and tear product!
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Effects on safetyof a worn outshock absorber
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The average contact area of the tyres to the road is:
0,1 m2 or 4 post cards per vehicle
If shocks are worn out the contact area decreases dramatically.
source: TÜV tests
Página 66
At 80 km/h on an uneven surface with 50% worn out shocks =2,6 m additional braking distance.
Safety-Reserve +2,6 msource: TÜV tests
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source: TÜV tests
Influence of 50% worn out shocks on a vehicle equipped withABS (Anti-lock Brake System) /ESP is even greater!
Test: Ford Fiesta at 80 km/hWorn shocks = 43,60 mGood shocks = 37,80 m
Safety-Reserve:+ 5,80 m
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ABS? ABS?
Shock absorbers: An elementary part of theSafety Triangle
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Stability when cornering = - 7 km/h ( Radius 40 m) at 60 km/hwith 50% worn shock absorbers.
source: TÜV tests
Safety-Reserve + 7 km/h
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With 50% worn shock absorbers and 6 mm of surface water, thevehicle started to aquaplane at 109 km/h.
With new shock absorbers the vehicle started to aquaplane at125 km/h.
Safety-Reserve + 16 km/h
source: TÜV tests
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Worn Shock Absorbers can alter the height of our lights and“dazzle” a vehicle driving in the opposite direction.
source: TÜV tests
Increased Accident Risks!
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A 50% worn out shock absorber can increase driver fatigue by upto 26%.
source: TÜV tests
Página 75
Braking DistanceAvoidance Manoeuvre
Tyre Contact
Roadholding
Stability
Dazzle Effect
AquaplaningCornering
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Emission ControlEuropean Training
Review
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MAIN FUNCTIONS OF THE EXHAUST SYSTEM
Página 83
What are the main funtions of an exhaustsystem?
Emission Control
Sound Reduction
Correct canalization of exhaust gases towards theoutside.
Optimizing engine efficiency.
Página 84
Working principle of the main types of actual vehicle engines:
Otto four stroke engine.
Valve Overlap.
Two stroke engine.
Wankel engine.
Movie
Movie
Movie
Movie
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The effect on the valve seats due to a higher back pressurethan prescribed by the O.E.
Burning fuel
Overheated material
Valve seat damage due to microwelding effect
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Right Backpressure level
Increase of HC values.
Increase of O2 values.
Fusion of monolith surface (destroying
catalytic reactions = Increase of HC,
CO, NOx).
Loss of engine power.
Possible Exhaust explosion.
Increase of HC values.
Increase of O2 values.
Fusion of monolith surface
(destroying catalytic reactions =
Increase of HC, CO, NOx).
Loss of engine power.
Microwelding of valve seats.
LOWER BACK
PRESSURE(-) HIGHER BACK
PRESSURE (+)
Página 89
Acoustic absortion materials
Biosil wool or mineral f¡bre
Very good sound absorption.
The Biosil fibre, when becomingdamp, compresses and loses itssound absorption properties.
Less consistence of the soundprotection effect due to chemicaldegradation in presence ofwater.
E-Glass fibre
It does not absorb thecondensation.
Better protection againstinternal corrosion.
Automated filling process.
Sound Protection assuredduring the life cycle of themuffler.
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Depending on the function thatthey carry out.
How many differenttypes of exhaustsystem parts exist?
Página 91
ABSORPTION MUFFLER.
The material within the muffler absorbs the noiseinstead of transmitting it.
Material: Biosil wool or E-Glass fibre.
It offers very low back pressure.
Specially effective in eliminating high frequencies.
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REFLECTION MUFFLERS.
The sound waves are reflected in the differentchambers.
The sound level is reduced directlyproportional to the kinetic energy of the gas.
Specially effective to eliminate Low Frequencysound.
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Combination of absorption and reflection.
80% of the mufflers are designed this way.
Double leaf housing for better sound reduction.
MIXED MUFFLER
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Excellent noise attenuation at low frequencies.
Full control on back pressure.
Reduced muffler volume up to 30%.
Less weight of exhaust system = Less fuel consumption = Lessharmful emissions = Less environmental damage.
The Semi Active Muffler (SAM)
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It is used in lean mixture engines, like Diesel ones. The eliminationof NOx gases cannot be done with this type of catalytic converter.
2 Way Catalytic Converter
Página 96
3 Way Catalytic converter with air intake.
Made of two monoliths, 1streduces the NOx and 2
ndoxidizes the
HC and CO.
It is exclusively made for American vehicles.
Página 97
3 Way Catalytic converter
For correct operation, it is necessary that the mixture relation ofair/fuel is near the Stoichiometric value (1:14,7).
Página 98
When a certain particulate load level is reached, the diesel particulate filtermust be regenerated to prevent a drop in vehicle performance. The O2
-based regeneration process requires a relatively high supply of energy,usually provided by post-injected fuel. An exothermal reaction in anoxidation catalyst immediately in front of the diesel particulate filtergenerates the required temperature for the combustion process. Use of anadditive (Eolys) which is mixed with the fuel by a dosing unit, significantlylowers the energy required for the regeneration process.
One disadvantage of this principle is the deposit of additive oxides in thefilter. This leads to an undesirable increase in exhaust back pressure asmileage increases and this results in increased fuel consumption.Therefore, the filter must be cleaned at specific intervals, generally after80,000 km (or after 120.000 km in new models)
Additive-assisted diesel particulate filter regeneration.
Página 99
Regeneration:
When target value pressure loss is reached, the control system (4)transmits the signal for regeneration (every 400-500 km).
Additive is mixed with the fuel to reduce the soot combustiontemperature (5).
Post-injection of fuel which burns in the oxidation catalyst (6) increasesthe exhaust temperature.
Soot in the diesel particulate filter is oxidized.
Filter is cleaned of ash residues (particularly additive oxides) in thegarage every 80,000 km by flushing with water under high pressure.
All processes take place automatically without driver intervention andwithout effect on driveability.
ADITIVE ASSISTED DPF - WORKING PRINCIPLE
Página 100
In continuous regeneration, a 2-way catalytic converter is providedupstream of the DPF to convert NO to NO2. NO2 can oxidize soot at typicaldiesel exhaust temperatures and thereby effectuate continuousregeneration. The forced regenerative Diesel Particulate Filter (DPF) usessilicon carbide filters. In this type of system no external additives (likecerine) are used for the regeneration process when driving in urban areasand for high-speed driving, which makes it a reliable, durable andefficient device. Regeneration of accumulated soot in DPF is not possiblewith “passive” systems when we drive the vehicle inside the city and thetemperature in the exhaust is not enough to burn the particles stored init. Therefore, in these situations other processes appear, which includedifferent injection events (post injections) and different air managementoccurs using electronic control of fuel injection equipment.
ExhaustGases
ContinuousRegenerationUsing NO2
Oxycat(2 way catalytic converter)
Anti particle filterSilicon carbide filter
CONTINUOUS REGENERATION DPF - INTERNAL VIEW
Página 101
Designed to transform NOx into Nitrogen andwater in diesel Heavy Duty vehicles & passengervehicles.
Pre-equipped in the vehicle in OE.
Reactant component is UREA (AdBlue™) whichis injected into the system just before NOxcatalyst.
Hard & software changes required.
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Controller
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Hydrogen SCR (Selective Catalytic Reduction) system is designed to reduce
nitrogen oxides of combustion engines by the use of hydrogen as a reactant.
SCR catalyst capture the NO and NO 2 molecules which are burned later with
the help of the reductant (hydrogen) injected in the system.
Controller
Página 104
Ultra Light Mufflers
Designed for decreasing the weight of the
exhaust system up to 40% while maintaining
the durability and functionality of the whole
exhaust system.
Less weight = less consumption = less CO2pollution
Tubular Integrated Converter (TIC)
Made of hot rolled stainless steel tube.
Coated monolith in one-piece housing.
Lowest possible weight = less consumption
level = less CO2 pollution.
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Lean NOx Trap is designed to transform nitrogen oxides into non polluting gases
in lean A/F ratio engines.
NOx Trap unit absorbss NOx molecules under lean conditions and reduces and
releases the absorbed NOx under rich conditions.
The absorbent is typically an alkaline earth compound, such as BaCO3 and the
catalyst is typically a combination of Rhodium and Platinum.
In lean environment the catalyst speeds up the oxidizing reaction (transforming
CO and HC into CO2 and H2O) and stores NOx. When the mixture is changed to
rich the NOx is reduced into nitrogen and water.
NOx & T
NOx Trap catalyst
DOC & DPF
ECU
Pressure & Temperature
Lean Mixture
Rich Mixture
Página 106
Causes of a muffler substitution
Página 107
Material Failure.
Rust (Internal or external).
Vibrations (not warranty) due to:
Exhaust rubber supports.
Engine rubber supports.
Elastic joining of the transmission.
Wrong Use (incorrect application).
High Back Pressure.
Low Back Pressure.
Why we change a muffler?
Página 108
Failure reasons
Página 109
Wear.
The normal working life of the converter is between 80.000km. and 120.000 km. in optimal working conditions.
Poisoning:
Due to lead in the fuel and phosphorusfrom the oil.
Página 110
Monolith fusion.
Due to partial or total combustionfailure in one or several cylinderswhich would cause the fuel in thecatalytic converter to burn.
Failure of back pressure (positive ornegative) that will cause smallamounts of fuel to burn in thecatalytic converter.
Página 111
Monolith Plugging (obstruction).
Soot deposits due to rich air/fuel mixtures.
Phosphorus deposits due to excessive oilconsumption.
Failure due to incorrect air/fuel mixture and wrong backpressure.
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Breakage of the Monolith.
Vibrations, due to a loose or badlyfixed exhaust system.
Worn out engine, exhaust ortransmission rubber supports.
Impacts with road obstacles.
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ALUMINIZED STEEL
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What is aluminized steel?
LAMINATED STEEL
ALUMINIUM
ALUMINIUM
Página 115
Aluminized Steel 80gr/m2
one leaf 1,2 mm.
Aluminized Steel 120gr/m2
one leaf 1,2 mm.
Aluminized Steel 120gr/m2,
two leaves (0,5mm+0,7mm).
Aluminized Steel,two leaves (0,5 mm. 150gr/m
2
+ 0,7mm. 120 gr/m2).
Working lifein Months
Are all equal ones?
Página 116
NEW WALKER QUALITY PLUS
1,5mm Aluminizedsteel 120g/m
2
Outer Covers 0,7 mm Aluminizedsteel 120 gr/m
2
external housing
1,5 mm. to 2mmthicknessAluminized steel120g/m
2Pipes
Inside leaf made of0,5 mm thicknessAluminized steel120 gr/m
2Inner and outer welds ofAustenitic Stainless steel withalloy of Chrome-Vanadium
Página 117
Nox HC+Nox PART. IMPLEMENTATION
1992.07
HCCO
1996.01
2005.01
2009.09b
0,14(0,18)
0,08
0,005e
0,97(1,13)
0,70,01
2,72(3,16)
1
EURO 1+
EURO 2,IDI
EURO 4
EURO 5
DIESEL
2014.090,005e
0,080,1c
0,5EURO 6
* At the Euro 1..4 stages, passenger vehicles >2,500 Kg were type approved as category N1 vehicles.+ - Values in brackets are conformity of production (COP) limitsa- Until 1999.09.30 (after that date DI engines must meet the IDI limits)b- 2011.01 for all modelsc- And MNHC = 0,068 g/kmd- Applicable only to vehicles using DI enginese- Proposed to be changed to 0,003 g/km using the PMP measurement procedure
1996.01a
0,100,90,011EURO 2, DI
EURO 3 2000.010,050,5
0,18
0,25
0,56
0,0250,3
0,64
0,5
0,075 0,230,5
0,17
Página 118
Nox HC+Nox PART. IMPLEMENTATION
1992.07
HCCO
1996.01
2000.01
2005.01
2009.09b
0,005d,e
0,97(1,13)
0,5
2008
0,15
0,08
0,06
0,2
0,1
0,1c
2,72(3,16)
2,2
2,3
1
1
EURO 1+
EURO 2
EURO 3
EURO 4
EURO 5
PETROL(Gasoline)
2014.09Emission limits in (gr/Km) - Petrol
Vehicles0,005
d,e20080,060,1
c1EURO 6
* At the Euro 1..4 stages, passenger vehicles >2,500 Kg were type approved as category N1 vehicles.+ - Values in brackets are conformity of production (COP) limitsa- Until 1999.09.30 (after that date DI engines must meet the IDI limits)b- 2011.01 for all modelsc- And MNHC = 0,068 g/kmd- Applicable only to vehicles using DI enginese- Proposed to be changed to 0,003 g/km using the PMP measurement procedure
Página 119
AFTER MARKET vs ORIGINAL EQUIPMENT
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1.What does it mean for a muffler or a catalyticconverter to be homologated?
2.What are the tests that a muffler or a catalyticconverter has to pass to obtain the homologationcode?
3.Why Tenneco Automotive as an Exhaust & CatalyticConverter manufacturer has to homologate theirproducts?
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4.What are the real differences between a homologatedand non-homologated unit?
5. How can we check if an exhaust or a catalyticconverter is homologated?
6. If homologation is necessary, why are there stillsome manufacturers who are sellingnon-homologated products?
Página 122
1. What does it mean for a muffler or a catalytic converterto be homologated?
Homologated = Original Equipment (noise levels &performance of the vehicle.)
It has passed all the tests in order to obtain governmentapproval.
It's the best choice in order to obtain maximum power & lessconsumption rate.
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Static Noise.
Dynamic noise (Pass-by).
Back pressure.
Adaptability.
Precious metals (Catalytic Converters).
2. What are the tests that a muffler or a catalytic converterhas to pass in order to obtain the homologation code?
The necessary tests to guarantee the homologation of theexhaust systems and catalytic converters are:
Página 124
Static Noise.The test of static noise is made with thehelp of a sound level meter, by revolutionof the engine to 75% of rpms indicated forthe maximum horsepower given by themanufacturer.
The level of noise registered must be smaller than 72dB andsmaller than the level emitted by O.E.
The test is a comparative one between theMuffler of O.E. and the A.M. one.
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Way of measuring the Static noise test.
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Dynamic Noise
The test is made in a circuit of second and third speeds.
The noise registered in both tests does not have to exceed the O.E.
Exceeding the level of 72 dB in the test of Pass-by is not allowed.
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Back Pressure
The test of back pressure is made bycomparing the values of backpressure in the A.M. with the valuesof the O.E. ones.
First, the back pressure of the O.E. systemis measured by a small hole in the ExhaustManifold, later the piece that is beinghomologated is replaced by the A.M. oneand the measuring process is repeated.
To be homologated, the differentialbetween the back pressure of O.E.and A.M. must be less than 25%.
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Figure 1.Single Pipe
Measurement points – Back pressure of the exhaust system.
Single Pipe“Y” shape
Figure 3.Double Pipe.
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Adapatability
The replacement piece must bemounted without any need ofadaptation, cutting, welding,dubbing, etc.
In essence, to be homologated, thepiece must have the connectionsequal to O.E. in order to facilitate itsinstallation to the maximum.
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3. Why Tenneco Automotive as an Exhaust & CatalyticConverter manufacturer has to homologate its products?
Because of the European guidelines 96/20/CEE & 70/157 andtheir latest updates. Today being homologated is not anoption, it´s law.
It's forbidden to install non-homologated mufflers or catalyticconverters within the European Community borders.
We have to be sure that the engine gives the maximumperformance and respects the environment.
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The European Guideline 70/157/EEC with its latest updatesregulates the EEC homologation of exhaust systems. Thisguideline fixes the specifications relative to noise levelsand measurement of performance of the vehicle (BackPressure level).
The Regulation 103 of the United Nations and also CommunitarianGuidelines 79/220 and 70/157 with their later updates, reportclearly about the non-homologated Catalytic Convertersand also (the Communitarian Guideline 70/157) indicatesanalogous criteria in respect of the exhaust systems.
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If you are not sure whether the muffler or catalytic converter ishomologated, ask for the approval documents (look for thegovernment logo in the papers).
Look for the homologation code in the exhaust or catalytichousing.
4. How can we check if an exhaust or a catalytic converter ishomologated?
GERMANHomologation
SPANISHHomologation
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e 9 030148
Homologation Guideline.
Homologation Number.
Guideline 70/157/EEC Nº 00
Guideline 77/212/EEC Nº 01
Guideline 84/424/EEC Nº 02
Guideline 92/97/EEC Nº 03
Homologation Country.
a
a/3a/32a/3
A = 8 mm
4. How can we check if an exhaust or a catalytic converter ishomologated?
EUROPEAN HOMOLOGATION MARK FOR EXHAUST (SILENCERS).
“1” Germany“2” France“3” Italy“4” Nederland“5” Sweden
“6” Belgium“9” Spain“11” United Kingdom“12” Austria“13” Luxemburg
“17” Finland“18” Denmark“21” Portugal“23” Greece“Irl” Ireland
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103R 001234E9
Homologation Number.
a/22a/3
European Regulation
a/3
a 8 mm
103 00 0148a/2a
a/2
59 00 0148 a/2
a/3
a/3a/3
a/3
Homologation Guideline.
European Regulations (in its initial stage) Homologation Number.
4. How can we check if an exhaust or a catalytic converter ishomologated?
EUROPEAN HOMOLOGATION MARK FOR CATALYTIC CONVERTERS.
E9
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TÜV HOMOLOGATION MARK
Homologation Guideline. Homologation Nº.
4. How can we check if an exhaust or a catalytic converter ishomologated?
Apart from the homologation mark approved for the EEC, exhaustsystems can also be marked with the German homologation, whichwas issued by the organisation TÜV of German Certifications. Thishomologation is perfectly valid, because technical requirements forit were harder in many cases compared to the later ones imposedby the EEC :
TÜV CERTIF. Nº 92/1001
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5. What are the real differences between homologated andnon-homologated units?
Universal (Always Non-homologated):
Adaptable to all cars within similar parameters.
It´s required to make welds which then makesassembly difficult.
It does not respect the performance of the vehicle.
Examples of FalseCodes on Products
First 2 digits are allways 00,01, 02 or 03
Only lowercase e is valid
Only appears on one line Number is composed of 2digits + space + 4 digits
Only capital E is valid
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Universal Exhaust Systems Vs Homologated
HOMOLOGATED
It only serves the vehicle for which it has been homologated.
It has a Homologation Certificate, which can be requested by theconsumer and government.
All the units show their Homogolation numbers printed on theirhousings.
They are similar in morphology and performance to the originalone. The reason why, is that they guarantee and respect all theparameters of operation of the engine of the vehicle for whichthey have been homologated.
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Universal Exhaust Systems Vs Homologated
HOMOLOGATED
Its installation is very simple and does not require weld, becauseit is identical to the original one and is placed by means ofscrews.
They have warranty.
Its use avoids damage that can be produced in the engine by theuse of non-homologated exhaust systems.
It's impossible for a universal catalytic converter or for a mufflerto be Homologated by EEC, because by their own definition theyare opposite concepts.
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The cost of development of each new muffler or catalyticconverter is approximately 5.000€.
The cost of technical tests made by government inspectors forobtaining the approval documents of a muffler are approximately1.200€ per reference and more or less 10.000€ per reference ofa catalytic converter (it doesn’t matter if you pass or not passthe tests).
Thus, this is the main reason for some companies to continueselling their products in an illegal way (without homologatingthem) - thus causing problems for the professional installers, theend-users and the environment.
6. If homologation is necessary, why are there somemanufacturers who are still selling non-homologatedproducts?
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The Lambda Factor
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The lambda factor ( )
Lambda Factor or Air Ratio, is used to define the value of themixture Air/Fuel. This coefficient comes defined by:
Real weight of the air
Theoretical weight of the air
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RICH
0,75The engine suffocates. The mixture is hardly inflammable. If the mixture becomes richer the motor will stop with excess of fuel.
0,75-0,85
Very rich mixture, it provides a significant increase of power at very short intervals. This type of mixture is used during acceleration and if maintained for too long, the engine will crash.
Rich mixture, between these values of lambda is where the engine gives us the highest power rate in a continuous form, but it has an indirect effect on the engine, which is the reason why it does not have to be used for normal driving.
0,85-0,95
IDEALCorrect mixture. This Lambda Factor rate is where the engine has to work normally, to optimize its life and performance.
0.99-1.01
LEAN
Lean mixture. The motor loses power but it obtains a minimum consumption.
1.01-1.15
Very poor mixture. The engine loses much power and increases the consumption. Problems of pre-ignition and false explosions in the exhaust system.
1.15-1.30
The mixture is hardly inflammable. The ammount of fuel is not enough to ingnite the mixture. The engine stops.
1.30
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Injector
E.C.U.
Engine
Catalytic Converter
Lambda Sensor
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Lambda Sensor Types:
also called E.G.O. (Exhaust Gas Oxygen sensor):
Depending of the way of working we candistinguish 3 types of Lambda Sensors:
Zirconium oxide lambda sensors.
Titanium lambda sensors.
Wide band lambda sensor, also calledL.A.F. sensor (Lean Air Fuel Sensor)or U.E.G.O. (Universal Exhaust GasOxygen Sensor).
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Lambda Sensor'sMain Problems
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Main Problems of Lambda Sensors
Lambda sensor damaged due to the use of leaded petrol orother additives containing lead.
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Main Problems of Lambda Sensors
Lambda sensor damaged due to a rich air/fuel mixture mode(Emergency mode).
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Main Problems of Lambda Sensors
Poisoning by antifreeze coming from the refrigeration circuit.
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Main Problems of Lambda Sensors
Poisoning by silicone coming from the isolating paste used ininstallation, and any additives that are contained in the paste.
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Main Problems of Lambda Sensors
Poisoning from excessive consumption of oil.
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When the engine has reached the right operating temperature,increase the engine speed to 2.500 rpm for three (3) minutes,in order to make sure that the operating temperature of thecatalytic converter has reached 350 ºC.
Checking of the catalytic converter status by the use of 4gases machine, Good Values.
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CO less than 0.2%
CO2 more than 13.5%
HC less 15 ppm.
O2 less than 0.2%
Lambda btw. 0.99 & 1.01
R.P.M. 2.000
Checking of the catalytic converter status by the use of 4 gasesmachine, Good Values.
Check that the catalytic converter is operating correctly, i.e.:
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Is E.M. on?
CO>0,3%
HC>125ppm
co<0,3%
25<HC<125
O2>0,2%
CO<0,3%
HC<20ppm
O2>3%
1,8<CO<2
380<HC<400
O2<0,2%
0,3%<CO<1,8%
125<HC<380
0,2<O2<--
CO>2%
400<HC<500
O2<0,1
CO>0,3
1300<HC<1800
2<O2<5,5%
CO>0,3
HC>1850
O2>5,5%
Back Pressure failure
(Positive or negative)Air intake in the Gas
Analyzer hose. Gas
analyzer failurePure Emergency Mode
(Lambda Sensor / NTC /
ECU wires/connectors)
Emergency Mode
(Air intake between the
exhaust port and the
Lambda sensor)
Emergency mode
(Air intake problems, too
low quantity of air in
the mixture)
Partial failure of a
cylinder
(ignition system failure,
Compression, etc).
Complete Cylinder failure,
(ignition system failure,
Compression, etc)
Yes
No No
Yes
Yes
Yes
Yes
Yes
Yes
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