Friday, December 31, 2010
It is the end for the year 2010 which we all welcome the year of 2011, and one of the notable news in the year of 2010 in Malaysia is the number of Bus crash accident, which a numbers of victims lost their life.
And after the all the investigation, which may lead to a lot of reason like human error (blaming on driver reckless), road condition (blaming on the road design which should not have a too dangerous curve) and the latest which had come up with the statement that it may cause by the bus parts itself.
Some said the duty of the bus parts should be reduce,
In my very own personal view, though parts did cause a lot of problem on the safety of a bus, but to prevent the use of imitation parts or low quality parts actually should come up a very stringent system.
Currently local bus operator may have their own designated repair workshop, but the maintenance flow for every workshop may vary and the purchasing procedure for the parts are also difference.
What we can do is to copy the system of our neighbour Singapore, on how they carry out their maintenance in their Taxi fleet belonging to ComfortDelGro Corporation Limited, which have over 15,000 Taxi under their Company.
I am personally very impress with their professionalism on carry out the maintenance and the best part is their strict requirement when purchasing the parts.
As one particular supplier wish to supply the parts for them, not only you need to give them a good quotation, but before the parts is use widely into their Taxi, you need to give a few sample for them to test on the lifespan of the parts in their Taxi running environment as their requirement is totally difference from those on passenger car.
As such, some parts may need to custom manufacture by the factory to meet this requirement.
So why not the Government with the related Ministry to setup a centralize Bus maintenance centre and carry out the Bus maintenance in a more systematic wise.
Tuesday, December 28, 2010
The SsangYong Musso is a SUV manufactured by the South Korean automobile manufacturer SsangYong Motor Company, from 1993 to 2005.
First produced in 1993, the car featured a Mercedes-Benz petrol engine or a diesel engine. The car was designed by Briton Ken Greenley and received the Auto Design Award from the Birmingham Auto Show hosted in 1994 and 1996. Also known for its off-road abilities, the vehicle won the Pharaohs Rally of Egypt for 4WD vehicles in October 1994.
The Musso seats five people and its wheels are fit for off-road driving, similar to its smaller sibling, the Korando. The SsangYong Musso Sports, a Musso variant with a truck bed, was released in later years.
The Musso is available in Russia as TagAZ Road Partner, produced by TagAZ in Taganrog, Russia (since 2008) and also in Iran as Musso, produced by Moratab Khodro Co. (since 2003). It was sold in Vietnam by Mekong Auto Corporation from 1997 to 2005.
The tough SsangYong Musso comes with a 2.9 litre intercooled turbo-diesel 5 cylinder engine. You have the choice of either a manual or automatic gearbox. Combine the powerhouse to your preferred gearbox option, and you have a vehicle that is great on fuel, while providing plenty of pulling power and refinement. Take the 4 wheel drive Musso off-road, and the impressive levels of grip and ground clearance become apparent when the going gets really tough.
As SsangYong had a technology-sharing deal with Mercedes-Benz at the time, the decision was made to sell the Musso as a badge-engineered Mercedes-Benz model in some markets. This was supposedly to allow SsangYong to gain footholds in new markets without having to build their own infrastructure (utilizing existing Mercedes-Benz networks) while giving Mercedes a competitor in the then-booming SUV market.
Tuesday, December 21, 2010
Monday, December 20, 2010
In the earlier post, we have touch about the Mitsubishi Lancer V6 engine 6A10 which is modified on some of the Proton Wira model locally, have the similar design of engine like Proton Perdana V6 6A12 engine, the only thing is the cylinder head gasket of 6A10 have a smaller gasket bore diameter.
Not only Proton Wira have the modification of engine, even for the Proton Perdana V6 model, some have install a imported version of 6A12, which some said it is MIVEC engine, since it is also from the 6Aseries, the more clear difference is the rocker cover design, under the photo on this post, the upper rocker cover gasket is for the imported 6A12 model in local market while the lower one is the normal use on Perdana V6.
Sunday, December 19, 2010
Except for the TDO5 turbo housing gasket which use on Mitsubishi 4G63 range of engine like VR4 and EVO model, other engine model which bore on with turbo also need the similar gasket.
As the gasket on turbo housing need to stand on high temperature and pressure, it just can not use the normal gasket material unless you have the time to change it everytime it blown up.
Photo in this article show the gasket use on the Nissan SR20DET engine which Silvia or Primera turbo, some may call it Skyline but I prefer to call it Skyline when it is using RB25DET or RB26DET engine.
Wednesday, December 8, 2010
Is engine keeping exhausting white smoke after the head set gasket replacement have anything to do with the failure of the said replace gasket? When a foreman wanted to claim the gasket due to this reason it is really headach, as the real problem may not come from the gasket, it may occur due to Head Bolt didn't replace, or engine valve failure.
Any way we may give a quick glance on the engine smoke problem as below,
A glance at an engine's exhaust pipe can be both frightening and enlightening. There's a moment of panic when a thick cloud of black smoke rolls out of the tailpipe. Sometimes the cloud is gray or white. What does it all mean? Should you shut down the engine and call for help? The good news is that most engine smoke signals don't mean immediate trouble. Some smoke is a normal sign of a healthy engine. And some of it means the power plant is headed for serious surgery. But it's easy to interpret engine smoke. Just consider the chemicals and combustion process inside the engine, and take note of the outside air temperature. Normal engine exhaust is composed primarily of water and carbon dioxide (the bubbly stuff in soft drinks). Gasoline and diesel fuel is a hydrocarbon that creates intense heat when combined with oxygen from the air. The fuel's carbon atoms go into (CO2); the hydrogen atoms go to produce (H2O).
When the engine and exhaust pipe system is fully warmed up, the exhaust is a hot stream of moist carbon dioxide (and traces of other chemicals). The mixture is colorless and invisible, except in cold weather when most engines produce white exhaust for a minute or two after first starting. This is because the exhaust gas cools down when it runs through the pipes and muffler. The cool water droplets can freeze rapidly when they hit the outside air, producing a visible cloud of ice crystals. As the pipes heat up, so does the exhaust gas. It still ends up freezing, but over a wider zone because it takes longer for the water drops to cool down, and they're farther from the tailpipe. But white exhaust can mean problems. Here's a rundown of colors and conditions and what troubles they may indicate.
Steady white smoke; warm engine; any air temperature. This is bad news. The engine's coolant is leaking into the combustion chamber and creating a steady flow of steam. Caused by a leaking head gasket or a crack in a cylinder head, most commonly in the exhaust port area. Usually requires serious surgery on the engine.
Puff of white smoke during cranking, before the engine starts; cold engine; gas or diesel. This smoke is unburned fuel vapor being pumped out the exhaust pipe. The white is tiny droplets of fuel. In a gas engine, the spark plugs aren't firing, or the fuel mixture is too rich to ignite. It may mean the choke plate is stuck closed, or a load of bad gasoline. In a diesel, this cranking smoke indicates defective glow plugs, but may also come from low compression caused by worn rings or valves.
Gray smoke seen only briefly when the engine first fires up; gas or diesel. This is engine oil that has gotten into the cylinder head combustion area or onto the back side of the exhaust valves as a result of worn valve stems or seals. The oil smolders and smokes at first, but then burns off when the engine gets running, and the smoke disappears. This can be an early warning sign of serious trouble. But if the engine isn't using a lot of oil, it's not a fatal condition.
Gray smoke when the engine is warmed up. Usually appears when the engine is accelerated and may be especially notable when the engine is idling. This is unburned oil drawn into the combustion chamber past worn rings or valve guides. In the best case, the oil is just too thin (old oil, wrong weight) and is slipping past the piston rings and valve seals. The oil sump may be overfull. The cure is a simple oil change. But that won't solve gray smoke resulting from a worn engine. In the worst case, gray smoke means the engine needs replacement or serious internal repair.
Black smoke in a steady stream; cold engine, gas or diesel. Black smoke contains carbon particles from fuel molecules that have broken down but have not burned completely. On gas engines, this can mean the choke is not fully opened, the air filter is badly clogged, the ignition system is not firing every time or the carburetor or fuel injection system is set too rich. Normally fixable without tearing down the engine. On diesels, black smoke during warmup can result from a plugged air filter. It can also be a sign of weak compression in one or more cylinders or a maladjusted injection system. In gas and diesel engines, black smoke means excess fuel in the combustion chamber, which washes vital lubricating oil off the cylinder walls. Get it fixed quickly.
Black smoke, in occasional puffs, warm engine. In diesels, black smoke is normal when the engine is suddenly put under load. Modern (mid-'90s and newer) diesels generally limit this puff of particulates, but it may still be visible. The diesel's governor injects extra fuel to kick up the engine speed and power, and this excess fuel makes black smoke while the engine is revving up. It usually disappears in a few seconds. If it continues while under steady load, there may be a leaking fuel injector or incorrect adjustment of the fuel injection governor. Gasoline engines typically don't belch black smoke under sudden load, but they can if the accelerator pump is set wrong, the choke plate is partially closed, or the air filter is filthy. If everything checks out mechanically with the engine, there may be something in the drive line (like dragging brakes) that is causing excess load.
Monday, December 6, 2010
Honda "Insight" hybrid engine has an eco-freindly heart. The Insight hybrid uses two distinct power sources- an electric motor and i-VTEC engine. The hybrid system enables the Insight Hybrid to achieve better fuel efficiency and enhanced performance.
IMA which stand for 'Intergrated Motor Assist', with 1.3L i-VTEC + IMA which will produce maximum power of 65kW [88PS] + 10kW [14ps] and maximum torque of 121Nm [12.3kg-m] + 78Nm [8.0kg-m]
While the 1.3Li-VTEC engine serves as the main power source, the IMA system provides the additional power as and when it is needed. The acceleration performance is comparable to what one might expect from a 1.6L engines.
The Mitsubishi i-MiEV SPORT AIR explores the future possibilities for zero-emission vehicles, placing a greater focus on exhilarating driving pleasure. The concept model exemplifies the balance between environment and dynamic performance implied in the tagline Drive@earth, and highlights the benefits of Mitsubishi electric vehicle drivetrain - powerful, instant torque, superb handling with lower center of gravity, zero on-road CO2 emissions.
Together, these features along with the car's "clear cutaway" top allows the driver to enjoy the exhilaration of fresh-air motoring while also highlighting its eco-friendly qualities.
PX-MiEV, powered by Mitsubishi Motors' new plug-in hybrid system, this eco-friendly crossover concept pushes the envelope for electric-powered vehicles with extended range. The front and rear wheels are powered by two permanent magnet synchronous motors and a 1.6L DOHC MIVEC petrol engine gives additional generation for longer distances or supplemental power of higher speeds.
With these, a pleasing, safe and comfortable ride is acieved while conserving energy. In addition, to maximize effective use of the drive battery, the vehicle also doubles up as an emergency power source in the event of natural disaster.
The next generation of speed and good looks is realized in the all-new Nissan 370Z Roadster - a dashing two-seat convertible with fully automatic power-operated soft top.
With a shorter wheelbase, reduced weight, 7-speed A/T with paddle shifters and an advanced VQ37VHR 3.7L engine, it gives exceptional levels of acceleration and handling, while providing a comfortable interior with minimun wind buffeting - even with the top open.
Its dynamic design is built for style and speed, with aerodynamic shape that accentuates the 370Z's curvaceous features. More importantly, it delivers the performance of a sport car - and looks good, with the top open or closed.
The Nissan Juke ushers an all-new genre of automobiles known as the compact sports crossover. The Juke's unique design is proof of nissan's constant need to challenge conventions, and take everything we know about automobile design to the next level.
The Juke is a dynamic blend of compact sports car agility with SUV toughness. With a brand new 1.6L Direct Injection Gasoline Turbo (DIG-T) engine, a new-generation XTRONIC CVT transmission system and rigid suspension, the JUKE provides smooth acceleration, superior handling, improved driving stability and unsurpassed comfort. So you can enjoy an easy driving experience with a very unique car.
Kuala Lumpur International Motor Show 2010 (KLIMS10) was held on 3rd December 2010 to 12th December 2010, at Putra World Trade Centre (PWTC), Kuala Lumpur.
Perodua concept car Bezza.
Proton racing car which develop under Lotus technologies Lekir.
Friday, December 3, 2010
When I'm importing the "KP" brand full set gasket and head set gasket for Mitsubishi 4G63 VR4 model, it is interesting for me to find out the content include the gasket as above picture which it is not included in other brand.
After that with some info from friend, they tell me it is for the gasket on the turbo housing which they call it TDO5.
And what is TDO5, just upload an image as above for a clearer picture, it should be not too strange for those playing on EVO turbo engine.
Where is the gasket place to? It should be place in this area.
Sunday, November 28, 2010
In my ealier post, I had put the photo of the Toyota 2JZ-GTE head set gasket photo for viewing purpose, the photo is the same item on this post, but in this post I will try to put some the fact of differences between the 2JZ-GE and 2JZ-GTE engine.
First, I wish to pick up a comment by one of the Supra Forum which it difference the 2 type engine performances as below,
They have different compression ratios. The 2JZ-GE is about 9.6:1 as compared to the 2JZ-GTE at 8.5:1. The 2JZ-GE can run a turbo, but you won't be able to run as much boost because of the higher CR pistons. Your effictive CR will climb faster. With about 9psi boost an 8.5:1 engine will have an effective CR of about 13.7:1 and a 9.6:1 motor will have an effective CR of about 15.5:1. In terms of how the engine will respond the higher compression NA motor will not like more boost. The NA motor will however make better low end TQ. Which in the real world of daily drivers is preferable to a laggy boosted to hell dyno queen.
My general recomendation on which motor to go with is this:
If you are doing a mild build then go with the 2JZ-GTE. It will cost less than rebuilding the 2JZ-GE for boost.
If you are doing a major build in which you have to replace the internals to handle more power then finding a rebuildable 2JZ core is the way to go. If you can't find one then get a 2JZ-GE, strip it, and build it up.
And at my side, let see what is the differences on the engine gasket.
First the 2JZ-GE cylinder head gasket thickness is about 0.4mm while the thickness of cylinder head gasket for 2JZ-GTE is 1.35mm, another differences is their design of exhaust manifold and intake manifold are difference, so the gasket will be difference as well.
2JZ-GE is mainly for model like Supra, Aristo and Crown like JZA80 and JZS13# while 2JZ-GTE is mainly for Lexus GS300 Turbo on JZS
Friday, November 19, 2010
First to get known about what they so call "Kancil L7 Turbo" is when a customer take an used rocker cover gasket to seek for the part. At a glance, it seem looks like same with the Kanari or Kelisa type of rocker cover gasket design, but when we made a careful comparison, you will notice the so call "Curve Area" on the gasket actually design in the opposite way when compare to the local model.
As most of the customer is looking for the rocker cover gasket, I'm wonder what engine actually it use on the local L7 Turbo.
With the rocker cover gasket info, basically there are 2 type of daihatsu engine use this kind of rocker cover, which is EF-GS engine use on Hi-Jet DOHC-CAB S100 and S110 with 659cc capacity.
Another one is EJ-DE engine use on Storia M1##series with 989cc capacity non of them using the code L7## instead. And for the Daihatsu L7# series model I can't find which of them is using this rocker cover gasket.
Now let see what is the difference between Storia and Hi-Jet 660, according to catalog, Storia type of engine actually using the same cylinder head gasket with the local Kanari and Kelisa, which its OE type is metal cylinder head gasket, but the Hi-Jet 660 type is using the graphite type of cylinder head gasket (Please refer to the photo above) which the design also different from Kancil L2 Turbo as well.
As local "kedai potong" (Used parts shop) is able to import any kinds of engine, it is not suprise that local Kancil owner is modified their engine with this Hi-Jet 660 engine.
Tuesday, November 16, 2010
MLS which stand for Multi-Layer Steel material of cylinder head gasket had set new standard for modern engine design. Thanks to sealing technology at the higest levels of performance and quality, they provide outstanding and efficient results under increasingly tough operating environments - the optimum preconditions for fuel-saving, environmentally compatible mobility.
Innovative cylinder head gaskets must combine utmost sealing potential with reduced bolt force losses - even with wide bolt spacing - as well as pronounced elasticity and excellent durability.
Typical leaks between cylinder head, cylinder-head gasket, and engine block involve gas, oil, or coolant leakages. These leakages occur between combustion chambers, into the coolant circuit, or to the environment. Gas leaks can result in fatal engine damage within a very short time and oil leaks can cause severe environmental pollution.
Pressed-in dirt or foreign objects as well as rough surfaces also cause damage to cylinder head gaskets. Component unevenness leads to gas blowby between the combustion chambers, and consequently to gasket failure.
Engine overheating in combination with component distortion, or inadequate compression of the cylinder head gasket are the most frequent reasons for leakage.
Thermal overloading occurs as a result of defective components in the coolant circuit or incorrect maintenance. Other causes are irregular combustion due to coke deposits, and excessively high exhaust gas pressure after failure of the catalythic converter. Moreover, chemical additives in the coolant and low-quality antifreeze agents can attack sealant coatings.
While reworking the surfaces of cylinder head or engine block in case of component unevennness, distortion, waviness, or scores and grooves, dirt and foreign objects accumulate, which can result in damage to the cylinder head gasket. Therefore, thorough cleaning of the sealing surfaces is essential before installing the cylinder head gasket.
Damage to MLS cylinder head gaskets mostly involves two sealing elements: beads and elastomer coatings. The beads can fracture due to various factors, and elastomers can become detached from the substrate material or be scorched. Both of these damage profiles indicate different causes.
Possible causes for excessively high component dynamics are faulty, reused, or unlubricated cylinder head bolts; incorrect bolt torquing due to excessively high friction during installation; and damage to cylinder head or engine block. Component distortions can also be the result of engine overheating. Similarly, if an engine is operated under pinging condition (pre-ignition), the high temperatures and pressures can lead to higher component dynamics and possible bead factures.
Calssical causes for overheating are defects of the water pump, radiator, thermostat or hoses, but also insufficient coolant system can lead to thermal problems. Failure of the catalytic converter can also result in higher temperatures due to increased exhaust back pressure.
During so-called blowby, combustion gasses flow from one cylinder to the other via the web, or from a combustion chamber into the coolant circuit. This gas flow "scorches" the elastomer or the elastomer coating in the afected area. The resulting lack of micro sealing leads to disturbances in the combustion process and reduced performance - and to a possible pressure build-up in the coolant circuit. Causes for blowby are excessively high combustion pressures, rough sealing surfaces, component distortions, or inadequate compression of the cylinder head gasket.
Contact with antifreeze agents that have not been approved can cause the elastomer coating to become detached from the metal surface, Subsequently, the dislodged elastomer particles can clog the coolant channels and interrupt the collant flow. The result is an overheating engine.
Other typical damage profiles for MLS cylinder head gaskets are destroyed combustion chamber seals due to incorrect cylinder liner protrusion or faulty liner flange seats, as well as severely damaged Ricardo squish areas due to detached swirl cambers.
Friday, November 12, 2010
Another Nissan fleet that is deserve to be pay a tribute is their Vanette Van of C20 and C22, one of the advantage is the A15 engine is its reliability and inexpensive of maintenance, which its parts can be be source easily as well.
It is heard that Malaysia market will be clearing the last batch of Nissan Vanette C22 in this November and will be no more new production for this kind of van, tough this engine may already superseded far may years ago in Japan.
Some little fact on Nissan Vanette Van as below.
The Nissan Vanette is a van produced by the Japanese automaker Nissan Motors since 1978. The van has also been sold as the Nissan Sunny-Vanette or Nissan Van. There was formerly a separate model sold in Europe under the same name, however it was unrelated based on the Nissan Serena. The passenger version is called the Vanette in most markets, and came equipped with multiple engine and drivetrain configurations.
Engines for Japan included A12S, A15S, CA20S, CA18T, LD20 and LD20S. 2WD and 4WD versions were produced, with manual, automatic, floor and column shift options available. While no longer produced for the Japanese market, it is still available in other markets around the world such as Malaysia. While it has had a few facelifts over the years, the basic van is still the same. The 1980s interior is still intact as can be seen on the Malaysian Nissan website referenced.
Eventually, it was replaced by a version of the Mazda Bongo (or E-series), sold as the Nissan Vanette under an OEM deal.
The A15 is a 1.5 liter (1488 cc) engine produced from 1979 through 1998 (and still in production in 2009 for the Malaysian built Vanette C22). The stroke was increased by 5 mm from the A14 engine's 77 mm to now measure 82 mm. It produces 80 hp (60 kW). It used a different block casting, but the same "tall-block" deck height as the A14. In the Roadstar it's capable of 49 mpg (17,3 km/L).
A fuel injected version of the A15 (A15E) was offered in Asian markets.
Thursday, November 11, 2010
Before the birth of Proton, in my view Nissan Sunny 130Y can be consider as the most popular car for Malaysian, though the car age may already more than 20 years for some of the very first model, it still can be seen on the road of Malaysia, this also shown how tough this kind of model can last.
"Y" was a Sunny market name ("A" was used for Cherry and Pulsar families e.g. 120A).
NOTE: "120Y" is simply the marketing name for a B210 or B310 with A12 engine. This name "120Y" was only used in some countries (markets). In other markets the same car was called "Sunny". The same car with A14 was called Sunny, 140Y or B-210. With A15 was called Sunny, 210, or 150Y. It depends on where it was sold. Newer FWD Sunnys also sported 130Y for E13 engine, etc.
The Nissan E-series engine was first introduced in 1981. The E-series was gradually replaced by the GA-series in 1988/89, although it soldiered on in secondary markets such as Southeast Asia. The Malaysian built B11 Nissan Sunny 130Y used the E13 until at least 1996. The Turbo E15ET was discontinued in 1987.