Dynamic Damping Control

Some time ago, we looked at the innards and working of Ducati’s latest semi –active suspension system called Ducati Skyhook Suspension (DSS). Today we look at one of its biggest competitor, BMW Motorcycle’s semi active technology. BMW has termed its semi-active suspension control Dynamic Damping Control (DDC). This technology was first introduced into BMW Motorrad bikes on the event of the BMW Motorrad Innovation Day 2011 and since then has been one of the favorites among the riders. However, BMW Motorcycles isn’t new to the field of semi-active suspension systems like Ducati. Back in 1986, BMW Motorrad had launched the Paralever swingarm , a technology that improved driveshaft rear suspension through the transfer of forces. Then in 1993, BMW introduced the Telelever which separated steering inputs from suspension and then in 2005, the Duolever was introduced that offered torsional rigidity through dual swingarms for the front wheels.
Also, BMW has not restricted the DDC technology to just 2 wheelers. Cars like the BMW M3 and M5 have been given the treatment of the DDC technology too. Coming to bikes, the DDC’s main philosophy is to adapt the suspension system to the requirements of motorcycle physics and integrating this in the relevant control systems. The DDC control system can be rightly viewed as a a step further in the evolution of the ESAII control that BMW introduced in 2004. The ESA technology allowed the the rider to adjust suspension elements at the push of a button which was a first in production motorcycles. The ESAII gave the additional control of spring rate variation.

Being the evolution of ESAII, the DDC reacts electronically to rider inputs in terms of braking, accelerating, and cornering on various road surfaces and further analyzes the parameters provided by sensors to set the correct level of damping at electrically-actuated proportional damping valves. In DDC, the rider gets 3 riding modes- “Comfort,” “Normal,” and “Sport”, each having its individual characteristic control maps. Let us examine how the DDC comes into life right from the point when you get on the bike. When the ignition key is activated, a complete system check is performed from ECU to the ABS module to the DTC control, spring travel sensors and DDC control unit. When you set off, the front and the rear damper valves are actuated only marginally. Now, when you leave the city limits and go to highway cruising, the rear damper valve is actuated more strongly due to increased dynamic wheel load distribution and in the drive torque.

When you are cornering, things get slightly complicated. Initially both the valves are actuated more strongly with increasing inclination until it reaches the vertex. When the rider comes to the original position between 2 corners, the actuation of the two damping valves constantly drops to the original power level with decreasing inclination. Again when the bike dips into the next corner, the loop begins. The control flow takes place from the DTC sensor box to the DDC control unit and then to the valve actuators in the spring dampers. Finally, the valve controls get de-activated when the motorcycle is brought to a stop.

CHASSIS

A chassis consists of an internal framework that supports a man-made object. It is analogous to an animal's skeleton. An example of a chassis is the underpart of a motor vehicle, consisting of the frame (on which the body is mounted) with the wheels and machinery.

Vehicles

  1950s Jeep FC cowl and chassis for others to convert into finished vehicles

In the case of vehicles, the term chassis means the frame plus the "running gear" like engine, transmission, driveshaft, differential, and suspension. A body (sometimes referred to as "coachwork"), which is usually not necessary for integrity of the structure, is built on the chassis to complete the vehicle. For commercial vehicles chassis consists of an assembly of all the essential parts of a truck (without the body) to be ready for operation on the road.^[1] The design of a pleasure car chassis will be different than one for commercial vehicles because of the heavier loads and constant work use.^[2] Commercial vehicle manufacturers sell “chassis only”, “cowl and chassis”, as well as "chassis cab" versions that can be outfitted with specialized bodies. These include motor homes, fire engines, ambulances, box trucks, etc  
.
In particular applications, such as school buses, a government agency like National Highway Traffic Safety Administration (NHTSA) in the U.S. defines the design standards of chassis and body conversions.^[3]
An armoured fighting vehicle's hull^[4] serves as the chassis and comprises the bottom part of the AFV that includes the tracks, engine, driver's seat, and crew compartment. This describes the lower hull, although common usage of might include the upper hull to mean the AFV without the turret. The hull serves as a basis for platforms on tanks, armoured personnel carriers, combat engineering vehicles, etc.

Ferrari 599 GTB Fiorano

The 599 GTB Fiorano (internal code F141) is an Italian gran turismo produced by Ferrari. It was the brand's two-seat flagship, replacing the 575 M Maranello in 2006 as a 2007 model, but was replaced for the 2013 model year by the F12 Berlinetta.
Styled by Pininfarina under the direction of Ferrari's Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari.

Drive train

The Tipo F140C 6.0 L (5999 cc) V12 engine produces a maximum 620 PS (456 kW; 612 hp), making it the most powerful series production Ferrari road car of the time. This is one of the few engines whose output exceeds 100 hp per liter of displacement without any sort of forced-induction mechanism such as supercharging or turbocharging. Its 608 N·m (448 ft·lbf) of torque will also be a new record for Ferrari's GT cars. Most of the modifications to the engine were done to allow it to fit in the Fiorano's engine bay (the original Enzo version could be taller as it would not block forward vision due to its mid-mounted position).^[2]

A 599 GTB Fioriano in Paris, France

A traditional 6-speed manual transmission as well as Ferrari's 6-speed called "F1 SuperFast" is offered. Reviewers of the car have mentioned that the MagneRide suspension gives the 599 a very comfortable ride but allows it to handle well at the same time..^{[citation needed]}
The Fiorano also sees the debut of Ferrari's new traction control system, F1-Trac.

Performance

Performance claimed by Ferrari.

• 0-100 km/h (62 mph) in 3.7 seconds^[3]
• 0-200 km/h (124 mph) in 11.0 seconds^[4]
• Top speed: over 330 km/h (205 mph)

Engine Installation	Type	Make	Bore/Stroke	Compression Ratio	Valve Gear	Power	Torque	Red Line	Power-to-Weight Ratio
Front Longitudinal	V12, 5999 cc, petrol	Aluminum Head and Block	92.0/75.2 mm	11.2:1	4 per cylinder	620 PS (456 kW; 612 hp) @ 7600 rpm	608 N·m (448 lb·ft) @ 5600 rpm	8400 rpm	367 PS (270 kW; 362 hp) per tonne

How Two-stroke Engines Work

If you have read How Car Engines Work and How Diesel Engines Work, then you are familiar with the two types of engines found in nearly every car and truck on the road today. Both gasoline and diesel automotive engines are classified as four-stroke reciprocating internal-combustion engines.
There is a third type of engine,­ known as a two-stroke engine, that is commonly found in lower-power applications. Some of the devices that might have a two-stroke engine include:

• Lawn and garden equipment (chain saws, leaf blowers, trimmers)
• Dirt bikes
• Mopeds
• Jet skis
• Small outboard motors
• Radio-controlled model planes

In this article, you'll learn all about the two-stroke engine: how it works, why it might be used and what ­makes it different from regular car and diesel engines.

5 AXIS MALLING

5-Axis machines are the most advanced CNC (computer numeric controlled) milling machines, adding two more axes in addition to the three normal axes (XYZ). 5-Axis milling machines also have a B and C axis, allowing the horizontally mounted workpiece to be rotated, essentially allowing asymmetric and eccentric turning. The fifth axis controls the tilt of the tool itself. When all of these axes are used in conjunction with each other, a competent and experienced machinist can produce extremely complicated geometries with very high precision.

Many industries today, especially the high-tech, precision-dependent worlds of optical equipment, medical devices, satellites, aircraft, and aerospace, are turning to 5-Axis machining as a means to speed manufacturing ability and increase repeatable accuracy. The ability to machine complex shapes, undercuts and difficult angles in a single setup reduces tooling cost and labor time, resulting in much better precision along with lower cost per part and the ability to maintain parts conformity throughout the part run and in future runs.

Anti-Lock Braking System (ABS) in Motorcycles

TVS has already made their ability by introducing Apache 180 with ABS. ABS in not a new concept for four wheeler and two wheeler as well. In 1988, BMW introduced the first motorcycle with an electronic-hydraulic ABS: the BMW K100. Honda followed suit in 1992 with the launch of its first motorcycle ABS on the ST1100 Pan European. In 2007, Suzuki launched its GSF1200SA (Bandit) with an ABS.

In 2005, Harley-Davidson began offering ABS as an option for police bikes. In 2008, ABS became a factory-installed option on all Harley-Davidson Touring motorcycles and standard equipment on select models. Now let us enlighten how ABS works on bikes.

Skidding Mechanism

Skidding of a vehicle leads to disaster in many cases. Skidding starts when force applied by driver on the brake lever is more than the required. Skidding results when friction in brakes become more than the friction exists between tyre and road surface. That means wheel gets locked and start skidding on road surface. Less force leads to poor braking and more force leads to skidding. So to avoid the skidding of vehicle, the braking force should remain in limit.
In normal bikes, the brake lever is directly connected with calliper. The force applied by the driver on lever is directly exerted on calliper & disc without any interrupt. In the case of ABS, this braking force is exerted through ECU and Hydraulic valve.
The ABS prevents the wheels from locking during braking. It does this by constantly measuring the individual wheel speeds and comparing them with the wheel speeds predicted by the system. This speed measurement is done by individual speed sensors.
If, during braking, the measured wheel speed deviates from the system‘s predicted wheel speed, the ABS controller takes over, correcting the brake force to keep the wheel at the optimum slip level and so achieving the highest possible deceleration rate.
This is carried out separately for each wheel. Controller is nothing but an ECU with appropriate programming. This program avoids the rotational speed of wheel to become zero (Locking). This is done by temporary releasing the brake force by shutting off the valve in oil reservoir.
The ECU constantly monitors the rotation speed of each wheel. When it detect that any number of wheel are rotating slower than the other (this condition will bring the tyre to lock), it moves the valves to decrease the pressure on the braking circuit, effectively reduce the braking force on that wheel.
The wheels turn faster and when they turn too fast, the force is reapplied. This process is repeated continuously, and this is causes characteristic pulsing feel through the brake pedal.

Figure show major parts of Antilock-Braking System. Basic of antilock braking system consists of three major parts;

1. Electronic Speed Sensor: This sensor will measure the wheel velocity and vehicle acceleration. LOCATION: On wheel Hub
2. Toothed Disc: It helps the speed sensor to read the speed of wheel. LOCATION: With Brake Disc
3. Electrical Control Unit (ECU). ECU is a microprocessor based system contains program. LOCATION: Under the Driver’s Seat
4. Electrically Controller Valve. This controller valve will control the pressure in a brake cylinder. LOCATION: With ECU

The following are the 3 major benefits of ABS

1. Stopping Distance

 

As the braking force is controlled and applied electronically, the stopping distance reduces considerably in comparison with normal bike.

2. Sudden Braking

In the case of ABS, the braking is intermittent in nature. So vehicle remains easily steerable during braking also. Below figure shows the comparison of normal bike and ABS bike at sudden braking.

3. Braking on Slippery surface

Most of the riders must have experienced this condition with their bikes and also know the results. ABS provides equal distribution of braking force on each wheel and provides straight line stopping of vehicle.

Some Interesting Facts about ABS

Donovan Green, United States, Department of Transportation had performed some experiments on bikes with and without ABS in 2006. Following bike were selected by him for his test.

• 2002 Honda VFR 800 with ABS
• 2002 BMW F650 with ABS
• 2002 BMW R 1150R with ABS
• 2002 BMW R 1150R without ABS
• 2004 Yamaha FJR1300 with ABS
• 2004 Yamaha FJR1300 without ABS

He had performed two types of tests: 1. Dry Surface Tests 2. Wet Surface Tests. Following are the results of his experiments.

Dry Surface Tests

On the ABS-equipped motorcycles, the operator was tasked with braking sufficiently to assure the operation of the ABS. The measured stopping distance values were corrected to compare data from the speeds of 48 km/h and 128 km/h, except for the BMW F650 data, which was corrected to 48 km/h and 117 km/h, the latter figure limited by that model’s top speed of 157 km/h (i.e. 75% of 157 km/h).
In the ABS-enabled mode, for each load/speed/brake combination, the stopping distances were very consistent from one run to another. In this mode, the braking force was applied in a controlled and consistent manner by the ABS mechanism. With the exception of having to react to the possibility of the rear wheel becoming airborne under high deceleration, the rider did not require significant experience or special skill in order to achieve a high level of performance.
In the ABS-disabled mode, the stopping distances were less consistent because the rider while modulating the brake force, had to deal with many additional variables at the same time. Up to six runs were allowed for the rider to become familiar with the motorcycle’s behaviour and to obtain the best stopping distance.
Test results from non-ABS motorcycles were noticeably more sensitive to rider performance variability.
Despite being compared to the best stopping distances without ABS, the average results with ABS provided an overall reduction in stopping distance of 5%.
The stopping distance reduction was more significant when the motorcycle was loaded (averaging 7%). The greatest stopping distance reduction (averaging 17%) was observed when only the rear foot pedal was applied to stop the motorcycle from 128 km/h.

Wet Surface Tests

The original test procedure called for wet surface braking tests to be conducted at 48 and 128 km/h. However, for safety and stability reasons, all low-friction surface tests were performed in a straight-line maneuver, from an initial speed of 48 km/h. The tests were repeated with and without ABS. The test track was wetted by a water truck, and the wetting procedure was repeated every three stops.
With ABS-equipped motorcycles, the rider was instructed to brake sufficiently to assure that the ABS was fully cycling by applying as much force as necessary to the brake control device (no restrictions on force application).
The front and rear wheel brakes were operated simultaneously when the initial test speed was reached and then were operated individually when the front wheel and rear wheel were tested separately. During braking, the engine remained disconnected from the drive train.
A steering operation was allowed to keep or correct the running direction of the motorcycle during the test. Below vehicle speeds of 10 km/h, wheel locking was permitted.
For motorcycles not equipped with ABS, the test procedure was the same except that the rider was instructed to apply as much force as required on the brake control device in order to get the shortest stopping distance without losing vehicle control or having any wheel lockup above a speed of 10 km/h.
As with the dry surface tests, practically no learning process was required for the operator to achieve the best performance with the operation of ABS. In the ABS-disabled mode, the stopping distances improved as the rider became more familiar and comfortable with the braking system.
On the wet surface, the overall average stopping performance with ABS improved on the best non-ABS stopping distance by 5.0%. The stopping distance reduction with ABS was more significant when both brakes were applied, with an overall improvement averaging 10.8% over the best stops without ABS.
The greatest stopping distance reduction with the use of ABS was observed when the motorcycle was loaded and both brakes were applied, averaging a 15.5% improvement over the best stops without ABS.

In general, the test results demonstrated an improvement in braking performance with the use of ABS, whether braking on a dry or wet surface even compared with the best stops obtained without ABS.

COOLING SYSTEMS OF IC ENGINES

Introduction:

We know that in case of Internal Combustion engines, combustion of air and fuel takes
place inside the engine cylinder and hot gases are generated. The temperature of gases
will be around 2300-2500°C. This is a very high temperature and may result into burning
of oil film between the moving parts and may result into seizing or welding of the same.
So, this temperature must be reduced to about 150-200°C at which the engine will work
most efficiently. Too much cooling is also not desirable since it reduces the thermal
efficiency. So, the object of cooling system is to keep the engine running at its most
efficient operating temperature.
It is to be noted that the engine is quite inefficient when it is cold and hence the cooling
system is designed in such a way that it prevents cooling when the engine is warming up
and till it attains to maximum efficient operating temperature, then it starts cooling.
It is also to be noted that :
(a) About 20-25% of total heat generated is used for producing brake power
   (useful work).
(b) Cooling system is designed to remove 30-35% of total heat.
(c) Remaining heat is lost in friction and carried away by exhaust gases.
Objectives
After studying this unit, you should be able to
• understand the methods of cooling of IC engine,
• explain the air cooling system, and
• know the water cooling system of IC engine.

 AIR COOLING SYSTEM:

 

There are mainly two types of cooling systems :
(a) Air cooled system, and
(b) Water cooled system.
Applied Thermal
Engineering
Air Cooled System
Air cooled system is generally used in small engines say up to 15-20 kW and in
aero plane engines.
In this system fins or extended surfaces are provided on the cylinder walls,
cylinder head, etc. Heat generated due to combustion in the engine cylinder will be
conducted to the fins and when the air flows over the fins, heat will be dissipated
to air.
The amount of heat dissipated to air depends upon :
(a) Amount of air flowing through the fins.
(b) Fin surface area.
(c) Thermal conductivity of metal used for fins.
Fin
Cylinder
Figure 5.1 : Cylinder with Fins
Advantages of Air Cooled System
Following are the advantages of air cooled system :
(a) Radiator/pump is absent hence the system is light.
(b) In case of water cooling system there are leakages, but in this case
   there are no leakages.
(c) Coolant and antifreeze solutions are not required.
(d) This system can be used in cold climates, where if water is used it
   may freeze.
Disadvantages of Air Cooled System
(a) Comparatively it is less efficient.
(b) It is used in aero planes and motorcycle engines where the engines are
   exposed to air directly.

 WATER COOLING SYSTEM:

 

In this method, cooling water jackets are provided around the cylinder, cylinder head,
valve seats etc. The water when circulated through the jackets, it absorbs heat of
combustion. This hot water will then be cooling in the radiator partially by a fan and
partially by the flow developed by the forward motion of the vehicle. The cooled water
is again recirculated through the water jackets.
Types of Water Cooling System
Cooling Systems
of IC Engines
There are two types of water cooling system :
Thermo Siphon System
In this system the circulation of water is due to difference in temperature
(i.e. difference in densities) of water. So in this system pump is not required
but water is circulated because of density difference only.

Applied Thermal Engineering:

Water cooling system mainly consists of :
(a) Radiator,
(b) Thermostat valve,
(c) Water pump,
(d) Fan,
(e) Water Jackets, and
(f) Antifreeze mixtures.
Radiator
It mainly consists of an upper tank and lower tank and between them is a core. The
upper tank is connected to the water outlets from the engines jackets by a hose
pipe and the lover tank is connect to the jacket inlet through water pump by means
of hose pipes.
There are 2-types of cores :
(a) Tubular
(b) Cellular as shown.
When the water is flowing down through the radiator core, it is cooled partially by
the fan which blows air and partially by the air flow developed by the forward
motion of the vehicle.
As shown through water passages and air passages, wafer and air will be flowing
for cooling purpose.
It is to be noted that radiators are generally made out of copper and brass and their
joints are made by soldering.

Thermostat Valve:
It is a valve which prevents flow of water from the engine to radiator, so that
engine readily reaches to its maximum efficient operating temperature. After
attaining maximum efficient operating temperature, it automatically begins
functioning. Generally, it prevents the water below 70°C.


Antifreeze Mixture
In western countries if the water used in the radiator freezes because of cold
climates, then ice formed has more volume and produces cracks in the cylinder
blocks, pipes, and radiator. So, to prevent freezing antifreeze mixtures or solutions
are added in the cooling water.
The ideal antifreeze solutions should have the following properties :
(a) It should dissolve in water easily.
(b) It should not evaporate.
(c) It should not deposit any foreign matter in cooling system.
(d) It should not have any harmful effect on any part of cooling system.
(e) It should be cheap and easily available.
(f) It should not corrode the system.
No single antifreeze satisfies all the requirements. Normally following are used as
antifreeze solutions :
(a) Methyl, ethyl and isopropyl alcohols.
(b) A solution of alcohol and water.
(c) Ethylene Glycol.
(d) A solution of water and Ethylene Glycol.
(e) Glycerin along with water, etc.

 Advantages and Disadvantages of Water Cooling System

Advantages

(a) Uniform cooling of cylinder, cylinder head and valves.
Specific fuel consumption of engine improves by using water cooling
system.
(b) If we employ water cooling system, then engine need not be provided at the
   front end of moving vehicle.
(c) Engine is less noisy as compared with air cooled engines, as it has water for
   damping noise.
Cooling Systems
of IC Engines

Disadvantages

(a) It depends upon the supply of water.
(b) The water pump which circulates water absorbs considerable power.
(c) If the water cooling system fails then it will result in severe damage of
   engine.
(d) The water cooling system is costlier as it has more number of parts. Also it
   requires more maintenance and care for its parts.

SAQ:

(a) Why is cooling necessary for IC engine?
(b) Explain in brief the methods of cooling of IC engine.
(c) Differentiate between air cooling system and water cooling system.
(d) What is the purpose of the fins in an air-cooled system?

 SUMMARY

Most internal combustion engines are fluid cooled using either air (a gaseous fluid) or a
liquid coolant run through a heat exchanger (radiator) cooled by air. In air cooling
system, heat is carried away by the air flowing over and around the cylinder. Here fins
are cast on the cylinder head and cylinder barrel which provide additional conductive
and radiating surface. In water-cooling system of cooling engines, the cylinder walls and
heads are provided with jacket through which the cooling liquid can circulate.

 KEY WORDS

Cooling System : A cooling system in an internal combustion engine
              that is used to maintain the various engine
             components at temperatures conductive to long
            life and proper functioning.
Air Cooling System : In this system, heat is carried away by the air
                  flowing over and around the cylinder.
Water Cooling System : In this system, the cylinder walls and heads are
                    provided with jacket through which the cooling
                   liquid can circulate.

Increasing The Torque for Four Stroke Motorcycles

Torque the word itself suggest power from core. Earlier we had large number of two stroke engines in Indian market. These engines were known for it’s true nature – Power. Well let’s not talk about details about it’s Engineering. Lets talk about some of the spare which was helping to increase the engine torque.

Reed Valve, the main spare of two stroke engine which was contributing it’s help to increase the torque. This spare was also known as a NRV (Non-Return Valve), which was closing the door of intake manifold from inner side when piston used to start towards BTDC. That means keeping the charged Air/Fuel Mixture in the crank and pressurised it. Now in this case torque used to get high due to perfect quantity of AF (Air/Fuel) mixture.

Lets merge the same with four stroke engine now. In four stroke engine if you notice when piston about to come TDC position the Internal AF tries to back out from the same inlet valve, due to that the charge mixture comes back out from carburetor venturi, which causes black spots on the carburetor and lack of fuel to burn, that means lack of torque. So here mixing and merging some spares from two stroke engine to four stroke engine, in simple language putting Reed Valve on four stroke engine.

As per my experience when I did this engineering I found the bike stopped backfiring, back kicking, smell of fuel and good power. I used the same concept of Reed Valve. After some engineering I did put on reed valve when piston used to travel from BTDC to TDC the Reed Valve gets closed and keeps the charge AF in the chamber due to that I found great change in power.

Though the fixing of the carburetor with reed valve was temporarily, it was just for testing purpose. But the result was great. Basically, in two stroke engine reed valve acts when piston is coming towards BTDC, but here in four stroke engine it acts when the piston is coming to TDC position. When piston comes from BTDC to TDC in that case Valve never get fully closed so due to that piston somehow reverse the main AF to inlet manifold or till the air filter. But after Reed Valve it stopped reversing the AF till Carburetor. That means fully charged AF for burning and torque.

NGK IR (Iridium) Spark Plugs for MotorcyclesMost of us have heard about NGK IR (Iridium) spark plugs. These are plugs commonly used in the hope of maximizing performance and efficiency, but how much can it really change your machines performance? We take a look at the facts and me being an automobile specialist myself, I reveal all about it. The Basics: The primary function of the spark plug is to ignite the air/fuel mixture within the combustion chamber at all RPM’s. Spark plugs must provide a path for the flow of electrical energy from the ignition coil to create a spark used to ignite the air-fuel mixture. Sufficient amount of voltage must be supplied by the ignition system in order to create a spark across the spark plug gap. This is called the ‘Electrical Performance’. All the conventional plugs fail to supply proper voltage when its tip gets carbonized or when the resistance of the plug becomes too high. The resistance power basically depends on many factors. Many people install IR without any high performance plug cables, this can create resistance in the wires when it comes to long term use. Why? IR is basically connected to an ignition coil through a cable. For IR the best cable is high performance cable and so too is the required coil. The ignition voltage in the combustion chamber is nearly about 18000V. These days’ high performance coils can be found on various bikes, For example a Royal Enfield has coil which gives about 24000V, MSD ignition gives about 44000V. That’s a lot of voltage to be dealing with and in order for it to reach the plug without much loss, the need for high performance cables arises. A spark plug firing end temperature must be kept low enough to prevent pre-ignition, but high enough to prevent fouling. This is called “Thermal Performance”, and is determined by the heat range. Plug Replacement Time: Unfortunately, there is no fixed answer to this. As spark plugs grow older, they lose their sharp edges as material from the centre and ground electrodes are slowly eroded away. As the gap between these two points grows, the voltage required to bridge the gap increases proportionately. Even the best ignition systems will be strained to supply enough voltage to completely burn the fuel. It is at this point, that the spark plug would need a replacement. Replacing worn out spark plugs with new ones (with sharp new edges) effectively restores the ignition system’s efficiency. Misfires are reduced, power is restored, economy of operation is enhanced and emissions are reduced. Cleaning of IR: Yes, you can clean spark plugs. However, it is good to remember that spark plugs are a vital component, so it’s important to make sure you check to see if it’s worth cleaning before you go through the following steps. * If the firing end is wet, make sure you clean the spark plug with a quick drying cleaner. (Examples: contact cleaner or brake cleaner). * Sand blast the spark plug using low air pressure and use a dry compound. * Completely blow all the sand from the spark plug. * Using a wire brush clean the threads and re-gap. NOTE: Insufficient cleaning of the spark plug may lead to spark plug failure in a very short period of time. Clean the spark plug thoroughly to avoid problems later. Remember, if a spark plug is fouling it’s usually a result of engine side factors or incorrect heat range selection. Performance gain after installing the plug: A common misconception is that changing spark plugs will result in a large power increase. In most cases, removing even seriously worn out spark plugs will only result in tiny power gains, typically about 1-2% of total engine output. This could be even less for computer-controlled vehicles, primarily because most newer vehicles have more powerful ignition systems and the vehicle’s computer can make adjustments so that vehicle operation is not affected by the resistance generated by the spark plug. Many people think that simply supplying more spark to the firing tip can and will combust more fuel. What they don’t understand is that most new fuel injected vehicles are designed in a way that they can use even the last drop of fuel. So fitting a better spark plug wont be able to make any sort of changes here as the computer already controls the fuel pump and injector along with the sparkplugs. When a stock or near-stock engine is given a fresh set of spark plugs, peak efficiency is restored. The power gains that come from this restored state of tune are usually minimal. Any company that tells you that their spark plug will provide significant gains in power in a stock or near-stock engine is making blank statements that may not be supportable.Most of us have heard about NGK IR (Iridium) spark plugs. These are plugs commonly used in the hope of maximizing performance and efficiency, but how much can it really change your machines performance? We take a look at the facts and me being an automobile specialist myself, I reveal all about it. The Basics: The primary function of the spark plug is to ignite the air/fuel mixture within the combustion chamber at all RPM’s. Spark plugs must provide a path for the flow of electrical energy from the ignition coil to create a spark used to ignite the air-fuel mixture. Sufficient amount of voltage must be supplied by the ignition system in order to create a spark across the spark plug gap. This is called the ‘Electrical Performance’. All the conventional plugs fail to supply proper voltage when its tip gets carbonized or when the resistance of the plug becomes too high. The resistance power basically depends on many factors. Many people install IR without any high performance plug cables, this can create resistance in the wires when it comes to long term use. Why? IR is basically connected to an ignition coil through a cable. For IR the best cable is high performance cable and so too is the required coil. The ignition voltage in the combustion chamber is nearly about 18000V. These days’ high performance coils can be found on various bikes, For example a Royal Enfield has coil which gives about 24000V, MSD ignition gives about 44000V. That’s a lot of voltage to be dealing with and in order for it to reach the plug without much loss, the need for high performance cables arises. A spark plug firing end temperature must be kept low enough to prevent pre-ignition, but high enough to prevent fouling. This is called “Thermal Performance”, and is determined by the heat range. Plug Replacement Time: Unfortunately, there is no fixed answer to this. As spark plugs grow older, they lose their sharp edges as material from the centre and ground electrodes are slowly eroded away. As the gap between these two points grows, the voltage required to bridge the gap increases proportionately. Even the best ignition systems will be strained to supply enough voltage to completely burn the fuel. It is at this point, that the spark plug would need a replacement. Replacing worn out spark plugs with new ones (with sharp new edges) effectively restores the ignition system’s efficiency. Misfires are reduced, power is restored, economy of operation is enhanced and emissions are reduced. Cleaning of IR: Yes, you can clean spark plugs. However, it is good to remember that spark plugs are a vital component, so it’s important to make sure you check to see if it’s worth cleaning before you go through the following steps. * If the firing end is wet, make sure you clean the spark plug with a quick drying cleaner. (Examples: contact cleaner or brake cleaner). * Sand blast the spark plug using low air pressure and use a dry compound. * Completely blow all the sand from the spark plug. * Using a wire brush clean the threads and re-gap. NOTE: Insufficient cleaning of the spark plug may lead to spark plug failure in a very short period of time. Clean the spark plug thoroughly to avoid problems later. Remember, if a spark plug is fouling it’s usually a result of engine side factors or incorrect heat range selection. Performance gain after installing the plug: A common misconception is that changing spark plugs will result in a large power increase. In most cases, removing even seriously worn out spark plugs will only result in tiny power gains, typically about 1-2% of total engine output. This could be even less for computer-controlled vehicles, primarily because most newer vehicles have more powerful ignition systems and the vehicle’s computer can make adjustments so that vehicle operation is not affected by the resistance generated by the spark plug. Many people think that simply supplying more spark to the firing tip can and will combust more fuel. What they don’t understand is that most new fuel injected vehicles are designed in a way that they can use even the last drop of fuel. So fitting a better spark plug wont be able to make any sort of changes here as the computer already controls the fuel pump and injector along with the sparkplugs. When a stock or near-stock engine is given a fresh set of spark plugs, peak efficiency is restored. The power gains that come from this restored state of tune are usually minimal. Any company that tells you that their spark plug will provide significant gains in power in a stock or near-stock engine is making blank statements that may not be supportable.

Most of us have heard about NGK IR (Iridium) spark plugs. These are plugs commonly used in the hope of maximizing performance and efficiency, but how much can it really change your machines performance? We take a look at the facts and me being an automobile specialist myself, I reveal all about it.

The Basics: The primary function of the spark plug is to ignite the air/fuel mixture within the combustion chamber at all RPM’s. Spark plugs must provide a path for the flow of electrical energy from the ignition coil to create a spark used to ignite the air-fuel mixture. Sufficient amount of voltage must be supplied by the ignition system in order to create a spark across the spark plug gap. This is called the ‘Electrical Performance’. All the conventional plugs fail to supply proper voltage when its tip gets carbonized or when the resistance of the plug becomes too high. The resistance power basically depends on many factors. Many people install IR without any high performance plug cables, this can create resistance in the wires when it comes to long term use.

Why? IR is basically connected to an ignition coil through a cable. For IR the best cable is high performance cable and so too is the required coil. The ignition voltage in the combustion chamber is nearly about 18000V. These days’ high performance coils can be found on various bikes, For example a Royal Enfield has coil which gives about 24000V, MSD ignition gives about 44000V. That’s a lot of voltage to be dealing with and in order for it to reach the plug without much loss, the need for high performance cables arises.

A spark plug firing end temperature must be kept low enough to prevent pre-ignition, but high enough to prevent fouling. This is called “Thermal Performance”, and is determined by the heat range.

Plug Replacement Time: Unfortunately, there is no fixed answer to this. As spark plugs grow older, they lose their sharp edges as material from the centre and ground electrodes are slowly eroded away. As the gap between these two points grows, the voltage required to bridge the gap increases proportionately. Even the best ignition systems will be strained to supply enough voltage to completely burn the fuel. It is at this point, that the spark plug would need a replacement.

Replacing worn out spark plugs with new ones (with sharp new edges) effectively restores the ignition system’s efficiency. Misfires are reduced, power is restored, economy of operation is enhanced and emissions are reduced.

Cleaning of IR: Yes, you can clean spark plugs. However, it is good to remember that spark plugs are a vital component, so it’s important to make sure you check to see if it’s worth cleaning before you go through the following steps.

• If the firing end is wet, make sure you clean the spark plug with a quick drying cleaner. (Examples: contact cleaner or brake cleaner).
• Sand blast the spark plug using low air pressure and use a dry compound.
• Completely blow all the sand from the spark plug.
• Using a wire brush clean the threads and re-gap.

NOTE: Insufficient cleaning of the spark plug may lead to spark plug failure in a very short period of time. Clean the spark plug thoroughly to avoid problems later. Remember, if a spark plug is fouling it’s usually a result of engine side factors or incorrect heat range selection.

Performance gain after installing the plug: A common misconception is that changing spark plugs will result in a large power increase. In most cases, removing even seriously worn out spark plugs will only result in tiny power gains, typically about 1-2% of total engine output. This could be even less for computer-controlled vehicles, primarily because most newer vehicles have more powerful ignition systems and the vehicle’s computer can make adjustments so that vehicle operation is not affected by the resistance generated by the spark plug.

Many people think that simply supplying more spark to the firing tip can and will combust more fuel. What they don’t understand is that most new fuel injected vehicles are designed in a way that they can use even the last drop of fuel. So fitting a better spark plug wont be able to make any sort of changes here as the computer already controls the fuel pump and injector along with the sparkplugs.

When a stock or near-stock engine is given a fresh set of spark plugs, peak efficiency is restored. The power gains that come from this restored state of tune are usually minimal. Any company that tells you that their spark plug will provide significant gains in power in a stock or near-stock engine is making blank statements that may not be supportable.

Everything You Need To Know About Disc Brakes and Brake Fluids

When we talk about high performance vehicles we also think about brakes like Mechanical linked Brakes, Hydraulic Brakes and Air Brakes. My article is totally related to hydraulic disc brake system which is used in Indian motorcycles. Extensive usage of Disc Brakes in Motorcycle,  neglected brake service due to cost of spares, lack of knowledge about servicing and so on.

The image describes how a disc brake works. So lets not discuss about it’s working principle. But lets think about the material we use and get for that. Caliper & master cylinder we get from company is made up of aluminum and we use DOT 3 or 4 fluid for activation and so company recommends that too.

DOT 3 and 4 only grades for hydraulic brakes? No, A total of four grades are available DOT 3,4,5 and 5.1.

• DOT 3 or 4 (Glycol Based): Maximum we use these fluids in our motorcycle. Well because we know only about those two grades and we get only these two grades.
• DOT 5 (Silicone Based): Yet to come in India. (Not suitable for ABS)
• DOT 5.1 (Glycol Based): Either not available in India but this fluid has HIGH BOILING POINT and can mix with DOT3 or 4. So this is the best fluid for our units.

Why we require servicing of disc brake? Well DOT 3/4 fluids are very high hygroscopic fluids (hygroscopic=which means they absorb water easily and hold it in suspension). When we apply disc brake at that time it boils at very low temp due to that it expands the internal air which is in heat expansion chamber (this chamber is in the reservoir below the master cylinder cap, and above the MAX. level of fluid) When air get heats up due to the internal temp. It also cools down. As we know when air heats up what happens to it. It becomes steam but after cooling it becomes water. As I told you before about hygroscopic characteristic of fluid means it can mix with water easily. Generally our mechanic says that the water is entering from the hole which is given for breathing purpose. But NO, that is not the only reason. Heat, cold & moisture is the reason behind all mess.

The material which companies are using for caliper and master cylinder is aluminum or sort of aluminum alloy. Aluminum never get rusted but get affected by water so that shows deposition of oxidation on the surface. In the master cylinder when fluid mix with the water that affects the master cylinder body and starts the oxidation reaction. The oxidation will never mix with fluid but floats on the surface or sticks to cylinder wall or it goes to the main track till caliper. And here you feel bad brakes. First brake fluid becomes black due to temperature & operation, secondly oxidation clogs the track. Result: Bad and hard brake lever so no brake at all.

So first of all service the brake system thoroughly and change the brake fluid at least 4 times in a year. The level given on the master cylinder is not to refill the fluid but that indicates the brakes pads wear and tear. So if the fluid is less then change the brake pads as fast as possible. (In the cars pad wear indication is scratchy noise made by steel plate).

Fluid level will come back to normal. Brake fluid never decreases by any chance unless and until if there is any accident. But at normal usage pads start wearing. A professional rider changes brake fluid 4 times in a year. So I feel we should switch to DOT 5.1 brake fluid. Soon I will be importing this fluid for disc brake systems.

Always check and clean the disc unit from professional and skilled mechanic. Do not try to attempt this at home if you are unknown to any mechanical parts. You may endanger your or others life by wrong fitments. This article is for awareness only.