Monday, March 29, 2010

Minyak Masak Alternatif Minyak Enjin Pt 1

Aku pernah terbaca satu artikel mengenai minyak masak boleh dijadikan alternatif sebagai minyak enjin. Mungkin ni satu berita baik untuk pengguna2 kenderaan kat Malaysia ni. Maklumla, harga minyak enjin sekarang ni makin mahal. Tiap 2 bulan dah kena tukar.... Minyak enjin keta biasa paling murah pun RM 58.00. Kalau pakai semi-synthetic paling murah pun RM 75.00 (Tgk brand). Minyak enjin yg paling mahal pernah aku pakai MOBIL1 grade 5W-40H harga RM210.00 (dulu harga x sampai mcm ni pun).

Bila aku terbaca artikel mengenai minyak sawit ni kat 1 laman web, aku memberanikan diri untuk mencuba minyak masak ni untuk enjin motor aku (nak try kat keta aku x berani lg,tp aku akan try nanti)..

So, pagi tadi sebelum pegi keje, aku menyempatkan diri untuk menukar minyak enjin yg asal motor aku (Minyak enjin keta Toyota semi-synthetic 10W-30H) kpd minyak masak Avena (grade brp aku pun x tau). Ni kalau bini aku tau ni mau membebel dia sbb aku pakai minyak masak dia senyap2.




Aku keluarkan habis minyak enjin yang asal tu sampai kering. Aku nak tau berapa lama minyak masak ni boleh tahan tanpa dicampur dengan minyak lain.





Lepas habis minyak asal aku keluarkan, aku tuangkan lebih kurang 0.8 liter minyak masak cap Avena dalam enjin motor aku tu. Luak juga minyak masak bini aku kerjakan. Nak buat mcm mana, nak tau punya pasal...

Dah habis dekat suku botol minyak masak aku tuang dlm enjin motor, aku start enjin motor aku tu & aku biarkan ia hidup lebih kurang 15 minit.....


Lepas 15 minit aku biarkan enjin motor aku hidupkan, aku tgk tempreture enjin motor tetap lagi dlm keadaan "COOL" . Bunyi enjin pun lebih smooth berbanding sebelum ni.... Aku try bawak motor aku ni ke tempat keje aku. Jarak antara rumah aku ke tempat keje lebih kurang 20km...

On the way ke tempat keje, Aku try bawak motor aku ni sampai 110km/h... tahap tempreture motor aku meningkat hanya 1 takuk je.... enjin jg aku rasa lebih ringan berbanding aku guna minyak enjin sebelum ni.... tapi bila aku sampai ofis, aku ada terbau mcm minyak masak terbakar.... tp takpe, aku akan try guna minyak masak ni selama sebulan. aku nk tengok apa resultnya....

Info terkini mengenai eksperimen ni, aku akan bagi tau nanti.... tunggu.....

Tuesday, May 19, 2009

4AGE EXHAUST PIPING SYSTEM

1st setting

1) Standard 4-2-1 exhaust Manifold
2) 2.5 inch straight piping without any center bullet
3) 2.0 inch Blizt Muffler

The result:

When I use this setting, I feel that the performance my engine is very slow at low revs especially 1st, 2nd and 3rd gear. I feel it very critical when I climb a hill. The response or performance can be felt at 6k rpm above only. but I got the top end power. climbs from 130km/h to 190km/h (and more) without hassle......... but the fuel consumption is very higher and my engine felt like struggling to accelerate... For RM 10 (5.57 liter) I can drive to 63 km only.



2nd setting

1) Standard 4-2-1 exhaust Manifold
2) 2.5 Inch piping from manifold to centre box.
3) 2.0 Inch piping from centre bullet to muffler
4) 1.8 Centre box
5) Marco Muffler

Result:

I got smooth sound, good response at 1st to 4th gear, the engine more pick up. I can climb to Genting Hihgland with 4th gear without hassle. But I lost top end power....

I feel my engine really have to put an effort to chase up to 180 km/h. But once the accelerator pedal is raised, the rev is "KEPT"..... rev doesn't drop quickly, it feel like the pedal is still stepped on. Fuel consumption is very good, for RM 10 I can drive to 87km . I can save more money for this setting.

I think 2.3 inch piping is suitable for 4age users whom have done modifications to the internal of their engine. I have read in Jap mags that they are using 2.5 inch for max modded 4age (With Turbo kit). Please correct me if I am wrong. Because there is lack of info regarding the suitable exhaust setting for 4AGE. Maybe some of you have some opinion for this articles.


Note: I am sorry if there is any wrong facts and i hope this will be a useful info for all of us.

Tuesday, March 31, 2009

Toyota AE86 Reborn




Maybe it's good news for all. Rumored a replacement AE86 will come back with a new design and technologies.

Less than 4m long and 1.7m wide, it's pretty low at 1.35m tall, and engineer have been directed to keep weight below 1,000kgs. Power will come from a 1.5 2NZ-FE engine and it's can produced 120 horsepower at 6,500 rpm. What has been unknown until this time is where Toyota would source a cheap RWD drivetrain, but that it will come from new partner Fuji Heavy Industries (Subaru).



Monday, March 23, 2009

TOYOTA CRESSIDA TWIN TURBO (1989)


Mungkin sebahagian daripada anda kurang mengenali kereta yang dipaparkan kerana ia jarang berada di jalanan Malaysia. Model ini adalah keluaran Toyota pada tahun 1989 yang dikenali sebagai Cressida daripada generasi ke-4.



Model ini sebenarnya bukanlah dijual untuk pasaran di Malaysia tetapi ia adalah untuk pasaran di Australia. Bapa saya telah mendapatkan kereta ini daripada sebuah kedai menjual kereta terpakai di Melaka pada tahun 1994 untuk kegunaan hariannya. Kereta ini ketika itu dijual dengan harga hanya RM 24,000 sahaja.




Ia telah dikeluarkan oleh Toyota buat kali pertamanya pada tahun 1973 untuk pasaran Jepun. Kemudian ia dipasarkan dipasaran global buat kali pertamanya pada tahun 1977 dan ia adalah daripada model Cressida generasi ke-2. Tahukah anda bahawa di Amerika Syarikat model ini dikenali sebagai "Supra 4 pintu" kerana ia berkongsi model enjin yang sama dengan Toyota Supra daripada siri "M" 6 piston sebaris.



Enjin asal kereta ini adalah berkapasiti 2.4 liter daripada siri 22R SOHC 4 piston dimana ia masih menggunakan sistem kaberator ketika itu. Ia hanya mampu membekalkan kuasa kuda sebanyak 97Hp pada 4,800 rpm dengan tork 174 pada 2,800 rpm. Namun enjin ini telah menghadapi masalah buat pertama kalinya pada tahun 2001 dimana tangki radiatornya telah retak dan menyebabkan air enjin kering dan suhu enjin naik secara mendadak. Masalah ini menyebabkan beberapa komponen enjin lain telah rosak dan perlu diganti.

SSQV HKS Blow Off

Proses overhaul telah dilakukan namun banyak masalah masih tidak dapat diselesaikan kerana alat ganti enjin ini sukar didapati di Malaysia. Karberator enjin ini telah mengalami masalah yang kritikal dimana ia sukar ditala semula dan penggunaan minyaknya juga terlalu tinggi sehinggakan ia menghasilkan asap "hitam" yang tebal. Ia berpunca daripada pembakaran petrol didalam enjin melebihi daripada yang sepatutnya. Bukan itu sahaja, malah banyak bebocoran berlaku pada gasket enjin dan menyebabkan minyak enjin meleleh keluar dikeliling enjin.

KENWOOD Audio System

Setelah berbincang, bapa saya telah bersetuju untuk menukarkan nadi kereta ini kepada yang lebih berkuasa dan mempunyai C.C yang lebih rendah. Oleh itu, enjin 1G-GTE berkapasiti 1,997 C.C 24 valve Twin Cam telah menjadikan pilihan untuk menggantikan enjin yang lama. Ia telah diambil dari chasis Toyota Supra MK3 keluaran tahun 1991.

ENJIN 1G-GTE Twin Turbo

Enjin ini mempunyai pengecas turbo berkembar (Twin Turbo) dimana ia mampu menghasilkan kuasa kuda sebanyak 210hp pada 6,300 rpm dan tork 203 pada 3,800 rpm. Kedudukan cagak enjin ini sama dengan enjin asal kereta ini dan tiada sebarang perubahan dibuat untuk pemasangan. Sistem ECU daripada Toyota Supra MK3 telah digunapakai untuk memastikan sistem pengurusan enjinnya berjalan dengan lancar. Sistem ekzosnya telah ditempa semula dengan paip berdiameter 2.5 inci hingga ke peredam bunyi custom.


Ia juga mampu manghasilkan Boost pada tahap 0.8 bar dan boost yang tidak digunakan akan dikeluarkan oleh injap pelepas tekanan HKS SSQV. Tidak banyak perubahan lain dilakukan ke atas kereta ini dan ia masih mengekalkan keadaan asalnya.

Saturday, March 21, 2009

Greddy E-Manage (Engine Management Unit)



GReddy’s e-Manage is a cost effective programmable engine management system that allows you to properly tune your factory engine control without having to change the entire factory ECU system to an expensive "stand-alone" unit or the inconvenience of sending it out for a full ECU reprogram. The e-Manage system is a true universal "piggy-back" type unit that taps into most Japanese factory ECU wiring, by utilizing the vehicle’s existing sensors (or optional upgraded sensors if factory sensors are maxed out). The major benefit is the factory ECU settings become your "Base-MAP" for tuning. There is no need for extensive tuning for normal driving conditions, but does allow the tuner to fine tune, adjust for injector changes, and add new MAP(s) for situations the factory ECU is not capable of (like on-boost conditions). Basic functions will allow the tuner to slightly alter factory injector duty-cycle (± 20% at 5 preset RPM points) by intercepting and altering airflow or MAP sensor signals. An option for Honda VTEC cars will allow you to even adjust the VTEC shift point. Additional features are built into the system but are only accessible through the use of the e0-1, PRofec e-01 programmer or our PC-Windows based "e-Manage Support Tool" communication software. There is a 16x16 airflow adjustment map, a maximum 50% larger main injector correction adjustment, upgrade air flow meter adjustment, boost limiter cut, anti-engine stall, VTEC-fuel adjustment, real-time map trace, real-time display, real-time communication and basic Data-logging. With the use of our "Optional Injector Harness" and the software, the unit has the ability to control an additional 16x16 injector duty cycle map and the controls for adding up to 2 additional sub-injectors. If the "Optional Ignition Harness" and the software are used the unit has the ability to control a 16x16 ignition timing map. All of the above maps can also be map-traced in real-time as well. If the factory range of map or airflow meter is surpassed, you can incorporate a larger airflow meter or our "Optional GReddy Pressure Sensor and Pressure Harness" to set larger scales of adjustment. All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some or all functions may not be compatible with some applications.)

How The VVTi Engine Working

When you begin thinking that engineers have gotten everything out of the internal-combustion that they can get out of it, they come up with something new that gets more out of it.

Here’s a case in point: Variable Valve Timing-intelligent, or VVT-i.

VVT-i is a way to enhance performance, economy and emissions through control of the phasing, or timing, of an engine’s camshafts.


Stick with me, now, I’m going to get technical: The valves that admit air-fuel mixture into the engine’s combustion chambers, and that open to allow the burned gasses to be pushed out as exhaust, are controlled by egg-shaped lobes on these camshafts, as you see on the image to the left.

The shape of those lobes, and their positioning on the shaft, determine a cam’s timing. In most cases, cam timing is fixed, and that means that it’s a compromise that provides optimal performance only at the speed at which the engine is likely to do most of its work.

But engines operate over a wide range of speeds, from an idle speed of about 600 rpm to a peak speed of more than 6,000 rpm. What if cam timing could be optimized over the engine’s entire operating range?

That’s precisely what VVT-i does.

Using a combination of electronics and hydraulics, VVT-i allows the intake cam to change phase, or timing, over a range of about 30 degrees. Changing the cam timing improves engine breathing at all rpm because the combustion chambers get an optimized volume of air/fuel mixture over a broader range of conditions. The result is more power, more torque, reduced emissions and enhanced fuel economy.

But what if we were able to change the phase of not just the intake cam, but also the exhaust cam? That’s exactly what Dual VVT-i does. By varying the phasing of the exhaust cam by about 30 degrees, we can vary the phasing of the intake cam by a wider range – by about 45 degrees. That means there’s a broader range over which we can open and close the intake valves. And that means we can extract still more power, torque, economy and better emissions.

The way this all works is that a computer controls an oil pump, which controls an oil pressure valve. This valve controls oil pressure in two chambers of the cam-sprocket housing. Based on the oil pressure on both sides of a cam vane inside the sprocket housing, seen here in the below image, the cam’s timing will advance or retard. More oil pressure on one side of the vane rotates the cam in one direction, more oil pressure on the other side of the vane rotates it the other way. This of course is independent of its basic operational rotation, which is provided by the cam’s chain drive.


The oil pressure that controls cam position is, in its turn, based on rpm, load and throttle input. It’s all quite nicely and efficiently managed; the system’s operation is seamless, and works as quickly as a computer can think. Applied to any of our engines, dual VVT-i results in 10-12% more horsepower and torque, and in improved efficiency.

The system also performs the function of exhaust-gas recirculation (EGR) without the external hardware usually associated with this function. It works by leaving the intake valve open just a little, early on the piston’s exhaust stroke. This lets the piston blow a little exhaust gas back into the intake tract – which is basically what an external EGR system does. So there’s no need for a separate EGR system.

There’s another benefit, as well. Use of VVT-i basically trumps cylinder deactivation. Cylinder deactivation, of course, is a way to burn less fuel by allowing a V8 engine, for instance, to run on as few as four cylinders. But cylinder deactivation works best on unladen vehicle driven at small throttle openings. If you add a load or if you accelerate, the engine has to work harder, so it picks up cylinders again and becomes a full V8. The benefits of the technology disappear. Indeed, testing has shown that it’s hard to keep these engines in cylinder-deactivation mode. If you accelerate or add a load, they go to full V8 mode, and you lose the benefits of the system.

VVT-i, on the other hand, is active all the time. It provides its benefits all the time, loaded or unloaded, to optimize economy, emissions and horsepower. That’s why we’re so enthusiastic about it.