alienweb3

2009-09-07T05:14:00.001-07:00

BELAJAR MENGGUNAKAN FRIENDFINDER

DAPAT DOLLAR DAN KARTU KREDIT GRATIS DENGAN FRIENDFINDER

Setiap orang pasti mengenal situs persahabatan Friendster. Tetapi pernahkan anda berfikir, berapa uang yang anda keluarkan untuk membayar pulsa telepon, ataupun biaya warnet demi untuk nongkrong disitus tersebut selama berjam-jam ? Sekarang, jika anda jeli, banyak sekali peluang bagi kita untuk mendapatkan penghasilan di internet. Salah satunya adalah Friendfinder. Kenapa Friendfinder ? Simak uraian singkat berikut ini.

Seperti halnya Friendster, Friendfinder adalah situs persahabatan yang banyak digemari oleh orang-orang di seluruh dunia. Bedanya, Friendfinder memberikan pembayaran bagi para anggotanya. Friendfinder memiliki jaringan produk yang luas. Antara lain :

Kita akan dibayar $1 dollar untuk member laki-laki yang gabung dan $2 untuk member perempuan yang gabung lewat referensi kita (kok beda ya, perempuan kok harganya lebih mahal ? ) Jadi carilah referral sebanyak-banyaknya agar bayaran yang didapat pun menjadi banyak.

Jika anda kuatir sulit cari referral, khusus untuk adultfriendfinder kini menawarkan program pay per click (PPC) yang akan menambah pundi-pundi dollar kita dari setiap klik yang dilakukan pengunjung ke banner, gambar dan video seksi yang kita pajang di blog. Untuk menambah penghasilan, sebaiknya anda perlu membuat blog khusus yang berisi konten "dewasa" sehingga pengunjung yang datang lebih tersaring dan bisa dipastikan 99% akan mengeklik banner-banner atau video yang kita pajang di blog. Tapi perlu hati-hati jika anda ingin membuat blog berisi konten dewasa untuk dipakai blog yang anda isi dengan adsense, karena sesuai kebijakan adsense, adsense tak mengijinkan konten dewasa. Jadi untuk lebih aman, paling tok cer pakai iklan adultfriendfinder atau iklan-iklan lain yang mengijinkan konten dewasa.

Mau daftar silahkan klik disini
Lalu Klik Join Now
Cara mengisi form pendaftarannya :
I am a : Man (laki-laki) atau Woman (perempuan)
Interested in meeting a : Man jika ingin mencari/berteman dengan laki-laki, woman dengan perempuan atau bisa anda pilih dua-duanya.
For : Friendship (berteman), Dating (ketemuan), Serious relationship
(hubungan serius), Marriage (menikah), bisa anda pilih lebih dari satu,
pilih semuanya juga bisa.
Birthdate : Tanggal lahir anda
Country : Negara tampat tinggal anda
Zip/Postal code : Kosongkan saja, khusus Amerika (US only)
Email Address : Isikan email anda Username : username anda antara 4 sampai 16 karakter user name terserah anda dan tidak mengharuskan nama anda sendiri

Lalu klik Click Here and Have Fun Selanjutnya masukan data anda seperti berikut:

City : Kota tempat tinggal anda
Closest City : Sama seperti diatas
State : Propinsi tempat anda tinggal
Your Height : Tinggi badan
Your Body Type : Tipe badan
Your Race : Ras atau suku. Kalau Indonesia adalah Asia
Marital Status : Status pernikahan Anda
Your Religion : Agama
Your Education : Pendidikan terakhir anda Your Occupation : Pekerjaan anda sekarang
Introduction :
Title : Judul tentang diri anda, bisa anda buat misalnya : I am a good
Man atau I like Travelling dll minimumnya 10 karakter
Tell others about yourself : Ceritakanlah tentang diri anda, sebaiknya dalam bahasa
inggris, misalnya I am a good women, I like travelling and my hobby
reading, computer, sports, and others, i love new friend men or women,
buatlah suka-suka Anda, minimumnya 50 karakter.
Jika anda sudah memiliki foto uploadlah foto anda, klik browse lalu carilah file yang berisi foto
anda. Jika Anda belum punya foto bisa Anda kosongkan dulu, nanti dikemudian hari bisa anda isi kembali.
Lalu klik Click to Join FriendFinder
Anda akan menerima e-mail untuk konfirmasi. Bukalah email anda, lalu aktifkan keaktifan keanggotaan anda dengan klik Activate Now maka Anda sudah diaktivasi. Jika ingin login,
isilah dengan username dan password yg ada di email anda. Selajutnya log off.
Pendaftaran di FriendFinder sudah selesai. Untuk mendapatkan pembayaran, maka anda harus bergabung dengan Affiliate Friendfinder agar anda mendapatkan kartu debit/kartu kredit dari Payoneer. Begini contoh kartunya :

Kartu ini dikeluarkan oleh Royal Bank of Scotland. Cara kerja kartu ini sama seperti MasterCard pada umumnya dan bisa untuk menarik uang di ATM yang berlogo MasterCard diseluruh dunia termasuk di Indonesia lho. Selain itu, kartu ini juga bisa untuk melakukan transaksi online di situs yang menawarkan pembayaran dengan MasterCard (Amazon, eBay, dll). Untuk mendapatkan kartu debit ini, begini caranya :

Log off dulu dari account Friendfinder anda
Pilih Affiliates
Klik Affiliate Signup
Preferred Program : Pilihlah no 1
First Name : Nama pertama anda (sesuai KTP)
Last Name : Nama akhir anda (sesuai KTP)
URL : Website/blog Anda, wajib anda isi, jika anda belum punya buat saja http://, tapi ini hanya untuk sementara nanti bisa anda ganti.
Desired Password : Password anda
Preferred Newsletter Language : English
Email Address : Isikan e-mail anda
Secondary Email Address : Email anda yg lain, boleh juga dikosongkan
Checks Payable To : Nama lengkap anda sesuai KTP
Street Address : Alamat anda sesuai KTP
City : Kota tempat tinggal (sesuai KTP)
State/Province : Provinsi tempat tinggal (sesuai KTP)
Country : Negara
ZIP/Postal Code : Kode Pos (sesuai KTP)
What is your business tax classification? Kosongkan, hanya untuk warga Amerika
Tax ID or Social Security Number : Kosongkan, hanya untuk warga Amerika
Phone Number : Format penulisan. Misalnya No telp 0536xxxxx, cara menulisnya 62536xxxxx
Which Instant Messenger do you use? Pilih saja None
Use ePassporte : Pilih saja No
Please give us your comments : Buatlah komen Anda misalnya Thank You, Heloo
klik Click Here for the Last Step
klik Yes, I have read and accepted the Affiliate Agreement, dst …
klik Submit
klik Account Information
Lalu klik here yang warna biru di tulisan Here is your account information. Click here to update your information
klik Payoneer : Signup to be paid by Prepaid MasterCard®.You will be
directed to a FriendFinder page hosted by Payoneer, where you can sign
up for a card.

Isilah data-data anda di Payoneer tersebut, setelah anda isi tunggulah kira-kira 20 hari kerja
atau kira-kira 1 bulanan. Bila aplikasi anda disetujui, 2 minggu kemudian anda akan menerima e-mail pemberitahuan bahwa order debit MasterCard disetujui. Kemudian tunggu hingga kartu anda dikirim via POS sesuai dengan alamat anda waktu mendaftar (untuk itulah diperlukan data sesuai dengan KTP anda). Setelah anda menerima kartu tersebut, selanjutnya aktivasikan kartu debit anda . Ikuti petunjuk yang ada di dalam surat yang dikirim bersama kartu debit anda. Mari kita bersama-sama berjuang untuk mendapatkan dollar.

2009-05-17T18:19:00.001-07:00

Baca e-mail di bayar dollar…………..

Bagi andayang selalu online jadikan aktifitas net ada menjadi suatu yang bermanfaat dalam hal financial, bukan Cuma chating, friendster, atau facebook doang rugi pulsa or bayar warnetnya. Nah sekarang tambahkan sesuatu yang baru program affiliasi yang menawarkan earning pembayaran yang luar biasa. Paid per click mencapai 50-100 cen per click/0,5-1 dollar/click dan emailnya rata-rata 1,2&5 dollar/ read hebat bukan. Silakan sing up/ register melalui benner diatas pendaftaran gratis udah biasa menghasilkan uang bila meginginkan hasil yang besar dan cepat masuk menu upgrade dan buy penghasilan bias 3x lipat, tetapi jika anda tidak berniat meng upgrade jangan coba-coba mengeclik buy because anda akan di keluarkan dari member dan penghasilan hangus. Pembayaran dilakukan melalui PayPal, E-Gold, alertpay, libertyreserve . silahkan gabung click disini atau click benner diatas pilih aja mana yang kamu suka semua ada uangnya. Selamat मेंकोबा

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2009-05-17T18:17:00.001-07:00

Korean Cars on the Rise

By. Brenda Williams

In the diverse industry of automotive, the Americans are generally linked with size and power, anything European gets an assumed sense of higher refinement and the Japanese are legendary when it comes to reliability. The third region mention, Japan, used to be the only name coming from Asia where cars are concerned. Of course, there have been more manufacturers from several more Asian countries over the years but only one of the rising nations pose a threat not only to Japan's Asian and global domination but also to all the major players in automotive markets all over the world as well; the Koreans.

Toyota and Honda have already cemented their place as possibly the most trusty car brands in the world today. What those two names are to Japan, Kia and Hyundai are to Korea. Korean cars only began to penetrate international markets realistically in the early 90s. Even back then, most of them were just deemed as cheap cars, in terms of both price and what the car actually is. Compared to its Japanese rivals of which costs do not defer too much during those days, it was quite true as the Korean cars always seemed to lack the kind of quality and refinement an established company could provide.

However, these manufacturers are moving at such an incredible pace that they're toppling most western marquees in many countries in terms of sales and are outselling many American brands on American soil of late, gaining money while the once great GM falls into bankruptcy. These car makers are advancing at such an incredible rate that they are turning their very well design concepts into production cars much faster than most manufacturers do. While some would argue that the wait is necessary for the manufacturer to fine tune every part and revise the designs, recent Korean examples like the Kia Soul and the Hyundai Genesis Coupe simply show that the cars they build are still top notch.

Apart from Kia and Hyundai, Daewoo is another significant Korean car manufacturer. They have advanced to an extent where almost all of their new models in their current line up are sold under more established and recognized brands, especially Chevrolet, among other GM brands like Opel, Suzuki and Vauxhall under the company's rebadging strategies to win over different markets worldwide. While GM may not be in a position to shout about of late, the fact that Daewoo and the cars they make figured so much in their marketing plans internationally only show the prowess of the Korean manufacturer and the cars it engineers. Ssangyong is another Korean manufacturer not quite as big as the rest but worth mentioning nonetheless as most of the cars they make borrow Mercedes Benz engines and gearbox technologies used in Porsches. While they are not in a financially happy period either, the underpinnings of their cars and the ambition Ssangyong show are rather worth a nod for a not so widely recognized brand name.

Generally, big or small, the fact is that Korean manufacturers are making their presence felt if not so already. At the incredible speed they are improving themselves, it will be no wonder to see them directly head to head with the more establish likes of Honda and Toyota for example as judging from automotive rankings around the globe today, there is a Korean name on almost every top 10 list already.
Brenda Williams

2009-05-11T09:02:00.000-07:00

google480ade9062da4b6f.html

History of the Hybrid Car

By. John Rhodes

In this article I will give you the history of the hybrid car. First, I talk about steam power. Second, I discuss electric power for hybrid vehicles. Third, I discuss the Porsche hybrid. Fourth, I discuss mass production. And lastly, I discuss hybrid cars and hybrid trucks in relation to gasoline powered cars.

It's pretty interesting how people are becoming more aware of their environment nowadays. This can be seen on the increasing amount of environment friendly products in the market these days. Additionally, they've become aware of the various factors that contribute to the threatening pollution in the environment. Hence, companies started developing less toxic emitting products that also do well to the environment and one of the most prominent of this kind would be hybrid cars. As starter, here's the history of the hybrid car.

It's All About Steam

The concept of creating environment friendly or alternatively powered vehicles started with the idea of vehicles running with the use of steam. Between 1665 to1885 a couple of ideas regarding steam powered vehicles were noted. First off would be astronomer and Flemish Jesuit priest Ferdinand Verbiest, who had plans for a small four-wheeled unmanned steam car. Next would be Nicholas Cugnot who built a carriage powered by steam that was able to run for 6 miles/hour. Lastly would be Goldsworthy Gurney who was able to create a steam car that could run an 85 mile journey in just 10 hours.

Then Came Electricity

It was also quite early when people started conceptualizing and later on creating electricity powered cars. It was in 1839 when Scotsman Robert Anderson first created an electrically powered vehicle. Then, significant development was noted during the late 1800's and early 1900's. In fact, it was during this time when a lot of companies started making use of electricity to power their vehicles.

Electric Cabs

Additionally electrically powered cabs became prominent during the 1897, because this is when the London Electric Cab Company started their regular service by the use of cars which were made by Walter Bersey. It was called the Bersey Cab. This cab uses a 40-cell battery with a 3 HP electric motor. People were able to drive it 50 miles in between charges.

The First Porsche Hybrid

It was during 1898 when Dr. Ferdinand Porsche was able to build his very first car, which was called Lohner Electric Chaise. This car was also 1st front-wheel-drive. Then, the second car that he made was a hybrid. Here, he used an internal combustion engine so that the car's generator would spin. In effect, it produced power to be used by electric motors, which could be found on the wheel hubs. Just using batteries, the car was able to travel about 40 miles.

Going Large Scale

In the past, manufacturers weren't really able to create as much cars as they wanted. This is because they weren't equipped with the right tools and machines to do so. However, as technology developed, car companies were able to make big batches of production.

In fact, by 1900, American car companies were able to create made 936 gasoline, 1,575 electric 1,681 steam car. People were also becoming more open with the use of electric cars. This can be seen on a poll which was conducted during the 1st National Automobile Show, where patrons actually favored electric cars for their 1st choice, while steam cars placed second on a very close fight.

During the first couple of years in the 20th century, thousands of hybrid and electric cars were actually created. However, when Henry Ford's car line arrived along with the start of self-starting gas engines, this signalled the rapid decline of hybrid cars during 1920.

Fuelled Cars Taking The Limelight

When fuelled cars were introduced, this became a very significant period of time for hybrid cars. Simply because people started opting for gasoline fuelled cars than those that were hybrids. Additionally, car manufacturing companies, like Ford also created lines of gas fuelled automobiles that were quite cheap to buy. Since these cars were cheap, people started buying the cheap gas cars than those more expensive hybrid cars.

Hence, gas fuelled cars took the limelight for quite some time. In fact, up to now, gas fuelled vehicles are still on the spot light.

However, hybrid cars were still somewhere in the backdrop. Sadly, only those that were creating cars for themselves or those that stayed in rural areas and had the means to create their own cars still hold on to this kind of vehicle.

Nevertheless, people have become aware of the benefits of hybrids nowadays. Hence, they are coming back into the picture. Ironically, most people think that such cars were only invented recently. However the colourful history of the hybrid car simply shows that it started quite early and was only overshadowed by gas fuelled cars due to convenience and money matters.

2009-05-10T22:27:00.000-07:00

Rover SD1 V8 EFI, Vitesse and Rover EFi models

INTRODUCTION

Electronic fuel injection.

The RoverV8 fuel injection system fitted as alternative to carburetors compromise of two parts: a fuel injection system and an electronic control for the fuel injection system.

Components.

At 2.5 kgf/cm2 fuel is drawn from the fuel tank at the rear of the car by an electric fuel pump located beneath the car floor. The pump will only operate when the ignition and the starter motor circuits are energized. From the fuel pump fuel passes through fuel filters located in the engine compartment to a pressure regulator, the spring chamber of which is connected to the engine the engine intake manifold. As a result, the difference between the intake manifold pressure and the fuel pressure is held constant, excess fuel being returned to the fuel tank via an anti surge pot.

A fuel rail links the pressure regulator with the fuel injectors being fitted to each inlet manifold spur. The injectors may be either open or closed and are solenoid operated. A relays actuated by the ignition circuit energize the injectors and are pulsed to "open" by the electronic control unit. When the "open" injectors spray fuel into the inlet manifold to be drawn into the engine cylinders at the next stroke of the working cycle.

Therefore there needs to be no fixed relationship between the injector timing and the engine ignition or valve timing. The injectors are programmed to "open" in banks of four, in unison, twice per engine-operated cycle. (2 revolutions). On eight cylinder engines the two banks of four injectors operate alternately. The time that the injectors are "open" governs the amount of fuel supplied to the engine and the electronic control unit from the input it receives from various sensors computes this 'open' time.

To assist cold starting, a separate cold start injector sprays a fine jet of fuel against the air stream entering the plenum chamber before the main injectors add fuel to it. The cold start injector is energized from the engine starter motor circuit and has in series with it a thermotime switch, this switch is dual activated by the engine coolant temperature (heat) and a heater coil around a bi-metal strip (time), the coil being energized from the starter motor circuit. The purpose of the thermotime switch is to ensure that the cold start injector will not be energized when the engine is at normal operating temperature or should the starter motor be used for prolonged periods when the engine is below normal operating temperature. Thus the switch prevents extra fuel being supplied to the engine when it is not required. The switch will isolate the cold start injector after approximately 8 to 12 seconds at –20 C decreasing this time as the engine approaches its normal operating temperature.

DESCRIPTION

Fuel System

The electric pump (P) draws fuel from the fuel tank (see fig.1.1). The pump passes the fuel along the fuel supply pipe (8), through a fine mesh (2 micron) in-line filter (F) to the injector rail and injectors (1 -8).

Fuel pressure is controlled by the regulator (R) and excess fuel returns to the fuel tank via the return pipe (E).

Fuel enters the engine via eight injectors, one for each cylinder, and the fuel is injected indirectly.

This means that fuel is not injected directly into the' combustion chambers.

The amount of fuel delivered by the injectors is governed by the period of time they are open - the longer the 'open' time, the greater the amount of

fuel delivered.

The injectors operate in two banks of four; each bank operates alternately, with both banks operating twice per working cycle.

Air System

Without air in the correct volume, the fuel will not burn efficiently; therefore a sophisticated air control system is also necessary. Electronics System

The Electronic Control Unit (ECU) illustrated in fig.1.3 controls the injector 'open' time (duration). The ECU is a solid state computer; it receives information from a number of sensor sources - engine speed, engine temperature, ambient temperature, throttle position, air flow etc. It compares this information with data already programmed into it, to inject the correct amount of fuel by controlling the injector 'open' time.

The driver's accelerator pedal operates a throttle butterfly (T), as seen in fig.1.2, located in the air intake tract. From there the air passes to a plenum

chamber (PC) located centrally over the engine and from which the air is drawn through ram pipes into the inlet manifold itself.

However, before the air reaches the throttle butterfly it is drawn through the air flow meter (A). The air flow meter is a vital part of the EFI system; it measures the volume and mass of air being drawn into the engine, and takes into account the air temperature.

Now let us look at the function of the components within each system, and see how they contribute to the overall operation of 'Electronic Fuel Injection';

we will start with the fuel system.

FUEL SYSTEM OPERATION

Fuel Pump

The electric fuel pump, located in front of the fuel tank, is a roller type pump operated by a permanent magnet motor. The armature and bearings are cooled and lubricated by the fuel flowing through the pump with no risk of combustion because the pump never contains an ignitable mixture, even when the tank empties

Fig.2.1 shows an eccentric rotor (RT) mounted on the armature shaft with rollers (RO) in pockets rotating within a housing (H). When the motor is energised centrifugal force acting on the rollers forces them outward to act as seals. The fuel between the rollers is forced to the high-pressure side of the system(HP).

A pressure relief valve (PR) is located within the roller pump (RP) prior to the armature (A) and protects the pump from over -pressurising. A non-return

valve (NR) is located in the pump outlet to the filter and injectors; it prevents fuel draining from the injector supply pipe.

Fuel gravitates through a filter in the tank to the pump inlet and into the roller pump ensuring that the system is primed. The roller pump generates the necessary fuel pressure to feed the injection system. Excess pressure opens the relief valve allowing fuel to recirculate to the pump input.

Fuel Filter

The fuel filter is mounted on the nls inner wing forward of the bulkhead. It is a 2 micron, fine mesh unit that must be changed at stipulated service intervals. It must be fitted the correct way round; the arrow on the filter body shows the direction of fuel flow, when installed.

Fuel Pressure Regulator

The fuel pressure regulator is fitted to control the pressure of fuel delivered at the injectors by sensing variations in manifold depression; this is to ensure that the actual quantity of fuel released by the injectors is governed by one factor only - injector 'open time'.

The pressure regulator is fitted in the excess fuel return pipe (E), close to the injector fuel rail with its fuel supply (F) as seen in Fig.2.2. It has two chambers separated by a diaphragm (R1); one chamber contains fuel from the supply line (F), the other is linked by a pipe to the engine side of the throttle butterfly to sense manifold depression. In the rest position the spring (R2) holds the, diaphragm valve against the fuel return pipe.

Under conditions of low manifold depression, e.g. full throttle (Fig.2.2A), the spring continues to hold the diaphragm on its fuel return pipe seat. In these

circumstances, pump pressure must reach approximately 36lb/sq.in to move the diaphragm valve against spring pressure and allow excess fuel to return to the tank.

When manifold depression is high, e.g. idle and overrun (Fig.2.2B), the diaphragm valve is drawn against spring pressure. The fuel return is opened and the fuel pressure falls to 26 Ib/sq.in. Any intermediate depression will regulate fuel pressure between the minimum and maximum.

In this way fuel pressure varies according to manifold depression and ensures the amount of fuel delivered by the injectors is governed only by the injector 'open time me. When manifold depression is low (Fig.2.2A), fuel pressure needs to be high to ensure sufficient fuel is forced through the injector for a given injector 'open time', say 0.003 cc of fuel per 10 millisecond period.

When manifold depression is high (Fig.2.2B), the depression will try to 'suck' fuel from the injector nozzle. Therefore the fuel pressure needs to be reduced by the action of the regulator to ensure the same 0.003 co of fuel will pass through the injector in the same 10 millisecond period.

Injectors

Although the injectors are non-serviceable items, it is useful to have some knowledge of how they operate for diagnostic purposes.
Each injector contains a needle valve (A) as seen in fig.2.3, which is held closed in the rest position by a coil spring (B). When the electrical solenoid (C) is energised, it lifts the needle valve to allow the fuel to pass; and when the solenoid is de-energised, the spring snaps the needle valve closed to cut off the fuel flow.
The tip of the needle is ground to a pintle shape to ensure efficient atomisation of the fuel spray into the inlet manifold. The injector needle valve is opened when signalled by the ignition system via the ECU.

The signal to inject comes from the ignition distributor reluctor as shown fig.2.4. Only four of the reluctor gaps are used to signal 'inject'; the ECU ignores every other signal. It is the ECU, which dictates the injector 'open time' and therefore the amount. Of fuel that is injected.

A separate resistor pack is fitted in the circuit to reduce the 12 volt supply down to 3 volts at the injector; this is shown in the electrical section. Obviously if the incorrect quantity of fuel is injected, emissions, performance, economy and the customer, soon become upset. The principal sensor in the EFI system is the intake air flow meter. And we see how this operates in the next section.

AIR SYSTEM OPERATION

Air Flow Meter

The air flow meter is located between the air filter and the throttle butterfly housing. Air flowing to the engine is monitored by the air flow meter and information is sent to the ECU. Incorporated in the airflow meter is an adjustment screw to set the mixture and CO levels.

The air flow meter contains a double flap unit, which pivots on a spindle (FS) mounted in the housing. The measuring flap (MF) is closed on to its stop by a light spring (FR), and is opened by the air being drawn into the engine; as the measuring flap opens, the compensating flap (CF) moves into the damper chamber.
A potentiometer (variable resistor) (AP) is connected to the flap spindle; movement of the flap alters the value of the resistance which is signalled to the ECU. The ECU compares this signal value with its memory and, together with information from other sensors, computes the duration of the injector
'open' time.
There is one further electrical connection at the flap spindle, which is to the switch contacts (FPC) in the circuit to the fuel pump.

It can also be seen in fig.2.6 that whilst the bulk of air enters the engine via the measuring flap, a by-pass port and adjustment screw (CO) is also provided. This adjustment screw enables fine adjustment of the actual airflow and thereby controls the mixture strength (CO) at idle speeds. The throttle butterfly (TB), which controls the speed of the engine, is also equipped with a potentiometer (TP) to provide the ECU with information on throttle position.
Also shown is the throttle butterfly by-pass port and idle speed adjustment screw (IS). This screw operates in much the same way as the mixture screw, in that while some air is passing the throttle butterfly, the idle screw can be adjusted to alter the total volume of air entering the engine, in order to control the idle speed.

Let us now just concentrate on how the measuring flap is stabilised throughout the engine speed range. When the throttle is opened as seen in fig.2.7, pressure at 'B' falls due to the depression in the manifold, and atmospheric pressure 'A' moves the measuring flap to allow more air to enter the engine. At the same time the air in chamber D is momentarily compressed, thus damping the rate of movement of both flaps.

Fig. 2.7

If the throttle is now held steady, the air pressure in chamber '0' will also fall until it is equal to the pressure at 'B'. This balance of pressure on each side of the damper flap ensures that the flap unit remains stable at any throttle opening.

At maximum throttle opening as shown in fig.2.8, the flap unit will be resting against the full open stop; here depression is maintained, in chamber '0' by the rush of air passing the small gap shown at 'G.

Both flaps are in fact slightly twisted in opposite directions to the pivot spindle axis; this is to ensure

progressive pressure changes within chamber '0' and smooth movement of the flap unit when opening or closing.

Throttle Butterfly

The throttle butterfly (seen in fig.2.9) is mounted in between the plenum chamber and the air flow meter; it is linked directly to the driver's accelerator pedal.

As mentioned previously, a throttle potentiometer is mounted on the butterfly spindle similar to the potentiometer on the air flow meter spindle.

The varying resistance signals from the air flow meter and throttle potentiometers are fed to the ECU for analysis and for computation of the injector 'open' time.

The information from these two potentiometers is computed by the ECU to give a very accurate fuel/air ratio supply to the engine.

The required ratio varies dependant on a number of factors, and therefore additional devices are fitted to ensure the correct air/fuel ratio under a variety of conditions; for example, an 'extra air valve' and Injector provide a richer mixture for cold starting.

COLD START OPERATION.

During cold starts, additional air and fuel is required to provide a combustible mixture. The air is supplied to the plenum chamber via the extra air valve, which bypasses the throttle butterfly and operates in conjunction with a cold start injector to supply the additional fuel.

Extra Air Valve

The extra air valve is mounted on the inlet manifold coolant gallery in front of and to the right of the plenum chamber, and is therefore sensitive to coolant temperature.

The extra air valve contains a disc valve (DV) as seen in fig. 2.10A. and its basic design is quite simple. When cold, an aperture in the disc and an aperture in the body of the valve are in alignment, allowing air to pass through. When the temperature rises, the disc turns about its central spindle

progressively eclipsing the aperture through which the air can pass.

The disc is turned by a bi-metal (B), which responds to both ambient temperature (i.e. the coolant temperature) or to the heating wire (H) coiled

around it This coil is connected to the fuel pump electrical circuit; therefore the coil starts to heat the bi-metal and begins to close the valve as soon as the engine cranks and runs (see fig. 2.10B).

Once the engine is running, the combined effect of the heater coil and engine temperature closes the extra air valve at temperatures between 60 - lO°C.

Cold Start Fuel Injector

During cold starts an electrical supply into the ECU from the starter circuit ensures an increased 'open' time for all the injectors during cranking. However, to achieve a satisfactory start in particularly adverse conditions, a· cold start injector mounted on the R/H side of the plenum chamber is positioned to spray directly against the incoming air to give the best atomisation of the additional fuel it supplies. The cold start injector (CSI) (see fig.2.11) is controlled by a 'thermo time switch' (TT) located in the coolant gallery in the inlet manifold. This unit contains a heater coil (HC) around bi-metal operated contact points (BMC), and works as follows.

During cranking in cold conditions current can pass through the closed contact points of the thermo time switch and cause the injector to operate. At the same time current is passing through the heater coil to warm the bi-metal. After a maximum of 12 seconds the expansion of the bi-metal will open the contact points; the injector will then cease to operate to avoid an over fuelling condition.

In any case the injector will cease to operate as soon as the engine fires because it is only connected to the ignition system during cranking, and when

correctly tuned, the engine will fire and run before the maximum 12 second limit is reached. At higher ambient temperatures the operating time progressively lessens, until 35°C approximately, when the thermo time switch contact points remain open and the cold start injector will not operate.

SOLENOID AIR VALVE OPERATION

(Only fitted to vehicles with air conditioning) On vehicles fitted with air conditioning, an air supply is taken from the extra air valve pipe; this supply feeds an air valve (fig.2.12), which increases the idle speed when the air conditioning compressor cuts in. It is a sealed unit containing a solenoid-operated valve.

The solenoid is connected electrically to the compressor control circuit, and as soon as the compressor cuts in, the solenoid opens the valve to allow additional air into the engine. This causes a slight fall in manifold depression - enough to affect the fuel pressure regulator and increase the fuel pressure. The increased air/fuel mixture is sufficient to step up the idle speed and counteract the loading on the engine imposed by the compressor.

VENTILATI0N SYSTEM VACUUM SUPPLY (Only fitted to vehicles with air conditioning)

On vehicles fitted with air conditioning some of the flaps on the heater/air conditioning unit are operated by Vacuum actuators controlled from a vacuum diverter unit linked to the heater/aircon controls on the centre console.

This vacuum comes from a connection to the rear of the plenum chamber and is stored in a reservoir (VR) fig.2.13, mounted ON the N/S bulkhead.

COOLANT CONNECTIONS

For quick warm-up, a manifold hot spot (MH) fig.2.14 is fitted under the plenum chamber intake in the area of the throttle butterfly; the hot spot is

heated by coolant passing through hoses (CH) from the engine.

It is important to ensure that the ·hot spot· gasket and bolt threads are smeared with silicone sealant during assembly to ensure coolant cannot leak to the outside, or indeed past the bolt hole threads which break through into the plenum chamber throat.

The illustration also shows the vacuum advance pipe connection (VC) on the manifold side of the butterfly and the crankcase vent pipe (CV) on the intake side.

Correct Functioning of the Crankcase Ventilation System is important to the operation of EFI.

CRANKCASE VENTILATION

The crankcase ventilation system is an integral part of the air supply system to the engine, but it is often overlooked when diagnosing problems. An air leak or a blocked pipe in the ventilation system will noticeably affect engine performance.

The system works as follows:

Air is drawn out of the crankcase by depression felt at the pipe connected to the plenum chamber in the butterfly housing. This pipe connects to the front of the right rocker cover via an oil separator (OS) which is fitted to ensure that lubricating oil is not drawn into the engine inlet. As the impure air is being drawn out to be burnt in the combustion chambers, it is replaced by fresh air drawn in through the filter (F) located on the rear of the left rocker cover (see fig.2.15)

The volume of air taken into the engine in this way bypasses the air flow meter, and therefore must remain a 'constant' amount to maintain the programmed air fuel ratio. Any faults that occur within the crankcase ventilation system will affect the running of the engine. These include:

Air restriction due to blocked filter, oil separator, external pipe etc.

Excess air due to leaking gaskets etc.

Overrun valve

Having explained the fuel air and crankcase ventilation systems, we now look at the operation of the electrical sensors, which provide the information by which components carry out the commands of the ECU.

The pressure differential acting on the valve head (VH) compresses the spring (SP) centralised by the spring seats (SS). Thus, the head moves away from the valve disc (VD) which is trapped by the connection faces.

This allows air to pass from the air rail into the inlet pipe (IP) and through the valve into the plenum chamber to optimise the combustible mixture (see fig.2.16).

A nut (N) adjustment controls the spring tension, which is preset during manufacture and should not be altered. However if it has been disturbed, acceptable conditions can be restored with the nut approximately 5 turns out from fully closed.

Mounted on the side of the plenum chamber at the rear of the engine, the connection face (CF) must be airtight.

Sufficient air is provided by this valve during engine-overrun conditions to ensure good combustion.

This is necessary because the very nigh vacuum during rapid deceleration of the engine causes any residual fuel condensed on the inlet manifold and plenum chamber walls to evaporate and create an over rich mixture.