What really does cause induction contamination? - TAT - The ...

More documents

Recommendations

Info

Upcoming V8 racer stays cool on the track ‘The brake spray may be triggered eight times per lap, generally just into the braking zones.   Tim can adjust how long each brake spray operates, so he can wind it up a bit if he thinks the brakes are suffering,’ Matthew explained.   ‘We will program into the onboard computer system the distance to turn one, which may be around 300 meters, and then we will set the brake spray to be triggered from around 300 to 450 metres.  ‘This water spray cooling system is not common in the V8 Supercars Fujitsu Series but is used widely in the main Championship Series.’ From the driver’s perspective, Tim is sold on the brake spray technique. Victorian car racer Tim Blanchard might be a rookie, but the 24-yearold is well on his way to stardom, both in the driver’s seat, and back in his V8 Supercar workshop where good ideas can mean the difference between first and second place. Not that Tim hasn’t had his share of firsts. He took the 2004 Australian and Victorian championships, and in 2007 was the Australian Formula Ford Champion. He took second in the British Formula Ford Championship in 2008, and second in the Fujitsu V8 Supercar Series last year. His rookie title came with it, the Mike Kable V8 Supercar Rookie of the Year Award. Tim also currently races alongside David Reynolds in the Enduro rounds of the V8 Supercar Championship Series for Kelly Racing. Tim and his engineering team have adopted a unique technique to maintain consistent brake temperatures. It involves a water vapour spray fired directly into the front brake disks at specific points around the track to reduce the extreme heat created by the brake system.   Matthew White, Blanchard’s engineer and team owner, explains the finer points. ‘The brake sprays are controlled by computer, so when a brake temperature goes above a certain level, it triggers a spray condition that activates going into a corner. ‘‘All we’re trying to do is keep the temperatures under 900 degrees Celsius the whole way around the lap, so that Tim can experience optimal braking.   ‘The window you want to stay within is above 600 and below 900 degrees Celsius for the entire lap. The brake spray sends a fine mist into the front disks, so all the cooling comes from the front of the car, dramatically improving the efficiency of cooling the brakes.   ‘Brakes start working well at 600 degrees, with good friction between the pad and the disk. ‘Performance starts to drop off around 850 degrees. Anything above that and you start losing efficiency and damaging the pads. ‘The brake system is critical to the overall performance of a V8 Supercar. ‘On street circuits like Townsville, where the roads get extremely hot, it is very important to keep the brakes’ temperatures down so they can operate at their peak performance.   ‘The brake temperatures are monitored from the pit wall, so the team will let me know when they think more brake spray is needed, but most of the time, it’s just done on feel. ‘I have a rough idea that four or five laps in you have to turn it on, and then four of five laps later I have to turn it up to the next level to increase the amount of spray. ‘I wait until I can feel a pedal go a little bit soft, or I start to lose braking efficiency, and then I start winding it up,’ Tim said.    Blanchard was recently announced as the brand ambassador for Jaylec, suppliers of automotive electrical products.        Letter from America At the end of this year’s MACS Convention in Las Vegas, I stayed behind to join a committee set up to examine the future of refrigerants and their safe disposal in the US and Canada. One of the main questions is how to persuade the trade, not just automotive, but all sectors of the refrigerant industry, to better reclaim and dispose of refrigerant correctly with industry best practice. This committee comprises ex EPA employees and heads of industry, some of whom have now acknowledged that It’s great to be an Aussie by Julian Hentze opportunities for better refrigerant handling were lost when R134a was introduced and as a result, over here we have the problem of small cans of refrigerant on sale to anybody, and even on the shelves of places like Walmart. The committee’s aim is to write a white paper to present to all sectors of industry and government on how to tackle refrigerant problems as well as offering solutions, basic and scientifically in-depth, down to such detail as to measure the energy input involved in transporting and disposal of refrigerant. I was asked to join this committee for one reason. I am an original holder of the Australian refrigerant handler’s licence, and the others were very interested in how Australia has tackled refrigerant management and disposal issues. MACS had received a lot of information from Australia’s showcase stewardship scheme, Refrigerant Reclaim Australia and the industry network VASA, and my job was to describe how the system works through the eyes of a licence holder and a wholesaler. Here is where Australia can hold its head high. Everyone agreed that the Australian model is the world’s best and a great example of how industry and government can actually work together. All were extremely impressed with the model. The only issue that was mentioned was Julia Gillard’s carbon tax which threatens to put a spoke in the works – but that’s another story. The Automotive Technician 26
No Future? Or Bright Future? Are you; • Keeping pace with technology? • Accessing world class technical training? • Improving business practices? • Getting support with technical issues? • Supported by a strong brand? • Utilising the latest diagnostic equipment? Joining the Bosch Car Service Network can help you fill the gaps in your current business model and put you in touch with a rapidly growing network of like-minded professionals. With 15,000 workshops worldwide the Bosch Service Network is clearly doing something right. Call us now so we can brighten up your future. For enquires contact Rob Johnson on: 03 9541 7317 or robert.johnson@au.bosch.com Bosch Car Service ... we simply know more about your car. www.boschcarservice.com.au The Automotive Technician 27 ADV0239F
Page 1 and 2: February 2012 Issue 25 www.tat.net.
Page 3 and 4: You are no doubt familiar with the
Page 5 and 6: educing the compression or the temp
Page 7 and 8: I still believe if a fuel is poor q
Page 9 and 10: Regular a/c service saves plenty Ve
Page 11 and 12: Good vibrations for accessory unit
Page 13 and 14: Please contact your local Castrol A
Page 15 and 16: with Jeff Smit Multisystem Ignition
Page 17 and 18: ‘s a fact problem solving AUDA401
Page 19 and 20: Mitsubishi rolls out a plug-in SUV
Page 21 and 22: Jason Smith Don’t ignore the hidd
Page 23 and 24: YOU SAID IT! Oil and water just don
Page 25: 4. The sensor is a pressure transdu
Page 29 and 30: TECDOC keeps track of spare parts N
Page 31 and 32: ULTRASCAN P1 Built-in CAN Bus Syste

What really does cause induction contamination? - TAT - The ...

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?