#Powertrain control module tuning

[sbknews]

Triumph Reveals New TF 250-X

Triumph Motorcycles has officially launched the new TF 250-X, revealing a class-leading power to weight ratio and the most complete specification package ever to launch into the ultra-competitive 250cc motocross market. Developed entirely by Triumph in close collaboration with racing champions including Ricky Carmichael and Iván Cervantes, the new four stroke competition model is an all-new ground-up design. The performance racing powertrain and unique aluminium chassis are ultra compact and super light, with all the best components on the market, already fitted out of the crate. With a focused, aggressive style, the TF 250-X is slim, yet bold and will be instantly recognisable on the track, with its minimal and lightweight presence and distinctive Triumph Racing Yellow and black graphics scheme.

A new Triumph network of specialist motocross dealers, will be offering sales, servicing, parts and a new dedicated range of apparel, backed by a mobile-optimised 24/7 online parts supply system, so customers can order for express delivery, straight from the track. Triumph Motorcycles’ Chief Product Manager, Steve Sargent, said: “The launch of the TF 250-X is the culmination of a significant commitment and investment from Triumph, to not just bring a totally new bike to the motocross world, but to deliver a winning performance. To achieve this, we are focused on delivering the most complete package for any riding level, from champion to amateur. “This bike is 100% Triumph, conceived, designed, developed and manufactured by our world leading chassis and engine teams, with expert support from our racing champions. We started with a blank sheet of paper and began an all-new ground-up design, including a new engine, new chassis and new electronics.” https://www.youtube.com/watch?v=cch0spfouds Performance Racing Powertrain Triumph has developed an all-new performance racing powertrain, a competition four stroke single, that is ultra compact and super light. With a forged aluminium piston and titanium valves, the engine also has diamond-like carbon low friction coatings, lightweight magnesium covers and an Exedy Belleville clutch. Advanced engine management and tunability is complemented by the optional accessory MX Tune Pro app, enabling riders to use real-time user selectable mapping, a real-time engine sensor dashboard and live diagnostic functionality, through a controlled programmable engine management system.

Aluminium Chassis The unique aluminium chassis has a high strength, lightweight spine frame with twin cradles, designed for the optimum balance of performance, mass and flexibility. The total weight of the bike will see the new TF 250-X set a new benchmark for the best ‘power-to-weight’ ratio in the category. It also delivers a high level of tunability to suit different riders and styles. Top Tier Specification  The TF 250-X features premium, top tier componentry throughout, adding up to an unrivalled specification for a production bike in this category. KYB suspension tops the list, with 48mm AOS coil forks, forged and machined 7075-T6 aluminium triple clamps and a three-way piggyback coil rear shock. The premium Brembo braking system features twin 24mm piston floating front caliper, a single 26mm piston floating rear caliper and Galfer 260mm front and 220mm rear discs. DirtStar 7000 Series aluminium rims and machined aluminium hubs are fitted with Pirelli Scorpion MX32 mid-soft tyres. Pro-Taper ACF carbon core bars and ODI half-waffle lock on grips complete the set up.

Competition Accessories In addition to the high level of specification already included as standard, Triumph has worked with the biggest, premium brands to create a dedicated range of competition accessories to further enhance performance and capability. These accessories include: - Akrapovič full titanium exhaust system - XTrig hole shot device - Athena LC-GPA launch control module with rider-selectable enhanced traction control and launch control settings and LED engine speed indicator - MX Tune Pro wi-fi module - Performance gripper seat and seat cover - Bodywork replacement kit Triumph’s Motocross dealer centres will also be stocking a new clothing range, available side by side to the new TF 250-X. Launched by Triumph in partnership with Alpinestars, the range includes Motocross and Enduro boots and apparel. Specialist Triumph MX Centres From Spring 2024, new specialist Triumph Motocross and Enduro centres will be opening in Europe, Australia and USA, with 300 opening by the end of 2024. These are dedicated, fully trained, specialist off-road centres, providing sales, servicing, parts, clothing and race support. This network is backed up with a unique 24/7 parts and accessories supply system. Available from the Triumph website, this new electronic parts and accessory catalogue is fully optimized for mobile, so riders can search for parts and place orders while out at the track. Riders can select what they need, check availability, and price, and place an order for express delivery, standard. Delivery, or click and collect from their local Triumph motocross dealer. Within the UK there will be seven regional centres at time of launch. To find your local dealer be sure to visit the find a dealer page on the Motocross and Enduro page on the website.

Racing Pedigree Triumph’s globally renowned engineering teams bring expertise in precision engineering, innovation and award-winning quality. These teams are behind Triumph’s greatest modern racing achievements, including the Moto2TM championship where Triumph’s engines have helped to transform the class, setting new Moto2 lap and speed records at tracks around the world. From factory World Supersport racing, to the Isle of Man TT, earning multiple Supersport wins, and even a win at Daytona 200, the teams are focused on success. The team has been supported by some of the biggest names in motocross, including the greatest MX rider of all time, Ricky Carmichael. He has worked with Triumph’s chassis and engine teams across the journey of scoping, prototyping, testing and development. Ricky Carmichael said: “The TF 250-X is an incredible bike. This is the bike that we set out to build. When you talk about the chassis, the powertrain, the components - it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed. I love this bike, it’s been such an honour to part of a project with such an iconic brand.” Iván Cervantes, five times enduro world champion, five times Spanish MX champion and Dakar finisher has also worked across the project with Triumph’s in-house teams to bring his experience to the Triumph bike development and prototyping. With a team like this and the TF 250-X on the start line, Triumph is well placed to begin its motocross racing programme in 2024. Entering the prestigious FIM Motocross World Championship for 2024, Triumph Racing will compete with a factory supported programme set-up in partnership with Thierry Chizat-Suzzoni, one of the sport’s most experienced and successful team owners, who will start his campaign with two of Triumph’s all-new 250cc 4-stroke MX bikes in the 2024 MX2 class, supported by new sponsor, Monster Energy. Underpinning the commitment to win, Team Manager Vincent Bereni, is leading a crew of highly experienced technical staff all focused on bringing Triumph to the pinnacle of racing performance. Thierry and Vincent’s past racing record speaks for itself – with over 80 MXGP World Championship victories. Clément Desalle, who joined the team as test rider, is a very experienced racer, competing at the highest level in the MXGP World Championship for 15 years. As one of the most consistent racers in the series, he claimed three Vice Champion finishes, was third in the World Championship three times and twice finished fourth. Finishing on the top step of the podium 23 times in his career, he was also crowned the Pro Open Belgian champion. Triumph Racing’s US SuperMotocross World Championship Team is headed up by the highly talented Bobby Hewitt and team manager Steve ‘Scuba’ Westfall – this duo have proved over and over that they know how to win. They brought in a crack team including Dave Arnold, an industry AMA Hall of Fame legend for chassis development and Dudley Cramond, with over 25 years of experience of building race winning engines. The team will field the all-new TF 250-X’s in the 2024 World Championship.

On the dirt The TF 250-X will start from £9,795 OTR and orders can be placed now at Triumph’s new motocross dealers, with bikes available for delivery from Spring 2024. For more information or to find your local dealer visit the Triumph website. Further information about the launch of a TF 450-X and the hotly anticipated Enduro range from Triumph Motorcycles will follow later in 2024. Specifications ENGINE & TRANSMISSION Type Single Cylinder 4-Stroke DOHC Capacity 249.95 cc Bore 78 mm Stroke 52.3 mm Compression 14.4 System Dell'Orto EFI Exhaust Single Silencer Final Drive 13/48 Clutch Wet Multi-Plate Belleville Spring Gearbox 5 Speed CHASSIS Frame Aluminium, Spine Swingarm Aluminium Fabrication Front Wheel 21" x 1.6" Rear Wheel 19" x 1.85" Front Tyre 80/100 - 21 Rear Tyre 100/90 - 19 Front Suspension KYB 48mm Coil Spring Fork, Compression/Rebound Adjustment, 310mm Travel Rear Suspension KYB Coil, Compression Adjustment (H and L Speed), Rebound Adjustment, 305mm Travel Front Brakes Brembo Twin 24mm Piston, 260mm Disc Rear Brakes Brembo Single 26mm Piston, 220mm Disc Instrument Display and Functions Hour Meter, Multifunction Switch Cubes DIMENSIONS & WEIGHTS Width Handlebars 836mm Height Without Mirror 1270mm Seat Height 960mm Wheelbase 1492mm Rake 27.4º Trail 116mm Wet weight 104kg Tank Capacity 7 L Read the full article

[your-dietician]

2024 Polestar 3: The Electric Brand’s First SUV Packs Luxury and Power

New Post has been published on https://medianwire.com/2024-polestar-3-the-electric-brands-first-suv-packs-luxury-and-power/

2024 Polestar 3: The Electric Brand’s First SUV Packs Luxury and Power

Up to this point, Polestar has been a niche manufacturer making smaller-segment luxury models—coupes and compact electric sedans—threatening little to no competition and achieving relatively low sales volumes. That should change with the introduction of the Polestar 3 electric SUV.

The all-EV company now heads for the mainstream with the 3. A skosh smaller than the BMW iX, a key competitor, the two-row 3 will launch with an all-wheel-drive powertrain and a feature-packed Long-Range Dual-Motor trim with only one available option package.

Energy is stored in a 111-kWh battery pack (107 kWh usable) stuffed with 204 prismatic cells that can be DC fast-charged at up to 250 kW. The EPA has yet to rate the 3, but Polestar estimates up to 300 miles on a full charge, or 270 with the optional Performance pack. A mechanical heat pump is standard.

The rear motor offers torque-vectoring capability via a pair of clutches, and it can also be decoupled from the drivetrain entirely to increase efficiency. Polestar cites a 0-60-mph time of 4.9 seconds for the basic version and 4.6 with the Performance upgrade, and it also says the 3 will be able to tow up to 3,500 pounds.

The Goods on the Goodies

The Performance pack is the sole add-on bundle available at launch, and it ups the 3’s output from an already healthy 489 horsepower and 620 lb-ft of torque to 517 hp and 671 lb-ft. Other Performance bits: sportier chassis tuning for the standard air suspension, steering, and other elements; 22-inch wheels (up from the base 21s) wrapped in Pirelli P Zero rubber; a range optimization mode; and gold highlights inside and out. Among the few standalone options are different 22-inch wheels, Nappa leather ventilated and massaging seats, and metallic paint colors.

For the first year, the Plus and Pilot packages will be included on every 3 (they become optional after that). The former combines a 25-speaker, 1,610-watt Bowers & Wilkins audio system; soft-close doors; a heated windshield; heated rear seats and steering wheel; a choice of recycled microsuede or sustainable wool upholstery; and more. The Pilot bundle brings Pilot Assist hands-free driving capability, a head-up display, and automated parking assistance.

Speaking of automation, every 3 packs five radar modules, five external cameras, two internal driver cameras, and 12 ultrasonic sensors. Later next year, buyers will be able to spec a Pilot Pack with Lidar that piles on three more external cameras and four more ultrasonic sensors, as well as lidar capability, front and rear camera cleaning, and more processing power. The idea is that 3s with this bundle will help prep the car for full autonomous driving.

A nice inclusion is a child- and pet-safety mode that uses radar inside of the car to detect micro movements to avoid leaving a loved one behind; it’s also linked to the climate control to make sure things don’t get too hot or cold. Powering all the tech is a centralized computing architecture with Nvidia Drive processing hardware at its core.

So Much Stuff

Additional included equipment is, as you might expect, extensive. A 9.0-inch driver’s screen is joined by a 14.5-inch, Qualcomm Snapdragon Cockpit Platform-powered infotainment display. The user-facing software is Android Automotive OS with full Google integration and lifetime over-the-air update capability. The 3 also packs a full-length panoramic roof, a wireless charging pad, full LED lighting, tri-zone climate control, a power liftgate, four USB-C ports, a 360-degree camera, a 60/40-split folding rear seat, and heated front seats, among tons of other items. Cargo space measures 17 cubic feet with the rear seats raised and nearly 50 cubes with them down; there’s also a modest 1.1-cubic-foot frunk under the hood.

The hood is itself a showpiece, incorporating an efficiency-enhancing wing on its front edge that will become a stylistic signature for Polestar vehicles moving forward, alongside the dual-blade headlamps and what’s called the SmartZone, the area on the front fascia that hides all the various forward-facing sensors. Also of note: The 3 debuts an all-new, electric-vehicle-only platform shared with Volvo.

Pricing for the well-equipped first-year Polestar 3 rings in at $85,300, just a couple hundred bucks above the base 2023 BMW iX. Deliveries of the 3 are scheduled to start in the fourth quarter of 2023, with initial examples rolling off assembly lines in Chengdu, China, for markets in North America, China, and Europe. By mid-2024, Polestar will begin assembling 3s destined for North America at a new factory in Ridgeville, South Carolina, which it will share with Volvo.

Expect models with less standard kit, single motors and smaller battery packs to eventually join the lineup to broaden the 3’s appeal for shoppers at different (read: lower) price points. One new EV is planned per year through 2025, with the 3 leading the way in 2023 for the 2024 introduction of the sporty 4—a compact SUV-coupe-thing—and the halo 5 sedan, which will bring the stunning, rear-window-less Precept concept to life in 2025.

Read the full article here

[mmorgtera]

E tunes for cobb accessport mk7 gti

E TUNES FOR COBB ACCESSPORT MK7 GTI HOW TO

E TUNES FOR COBB ACCESSPORT MK7 GTI MOD

E TUNES FOR COBB ACCESSPORT MK7 GTI SERIAL

If a different turbo is added a full Big Turbo retune is required.ĭyno examples below. *Note- If basic mods are added during the tune process, or after the tune is completed, there is a touch up tune fee. Then we rinse and repeat until the car is completely dialed in! Accessport for Volkswagen (Mk7/Mk7.5) GTI, Jetta (A7) GLI, Audi A3 (8V) Larger, full color, higher resolution screen. Once the next calibration is ready, you will receive an email with the analysis, and a new map to flash the PCM with and some new instructions on datalogs that are needed. With this data we can see exactly what the vehicle is doing and how it is performing and start making the necessary changes to dial in the car. Once we see the datalogs, we will analyze the data provided by the PCM (powertrain control module) and the advanced sensors that are on the vehicle. This process should be fun, so enjoy the tuning process! Don't stress out if the datalogs aren't perfect. With each calibration that is sent you will also get some basic instructions on a few datalogs that need to be taken with each calibration file.

E TUNES FOR COBB ACCESSPORT MK7 GTI MOD

Once we have your vehicle and mod info, you will receive a custom base map that is specific to your vehicle and mods.

E TUNES FOR COBB ACCESSPORT MK7 GTI HOW TO

In the video below Scott explains how to load and use the base maps. Brand: COBB Tuning Part: AP3-GREY-FACEPLATE Color: Grey Mfgr. New Dealers: email protected Cobb Tuning Cobb Dsg Tuning For All Usdm Mk7 6Spd Golf Gti And R Models. Cobb Accessport V3 with Dizzy Tuning Custom Tune. Warranty: 1 Year Protect your V3 Accessport with the COBB Tuning V3 Accessport Anti-Glare Kit. If you’re getting Cobb1 or Cobb2 CEL’s it means the voltage for the ethanol sensor is going out of range.

E TUNES FOR COBB ACCESSPORT MK7 GTI SERIAL

Year/model of car, accessport serial number, full mod list, octane fuel you are using, elevation that you are running at, power goals, and also mention any concerns or questions you may have.īase map files are typically sent out within 2-3 business days after email is receivedĮTuning is the process of creating a custom calibration (custom tune) for your specific vehicle based on vehicle datalogs that are taken with your programmer. cobb tuning subaru 3-port boost control solenoid (bcs) wrx 2015-2020 150. Please respond to that with the following info. Once the tune has been purchased, you will receive a confirmation email. Please select the appropriate tune from the drop down menu. The customer must have a Cobb Accessport before any tune can be completed. In this guide we include the best tune, downpipe, intercooler, intake and exhaust for your MKVII GTI. For the best experience on our site, be sure to turn on Javascript in your browser. These 5 mods could get your Golf MK7 GTI to 350hp. Tuning via e-mail which is our most popular option for tuning. Volkswagen Accessport V3 with DSG Flashing (Mk7/Mk7.5) GTI, Jetta (A7) GLI - AP3-VLK-002-DSG - Cobb JavaScript seems to be disabled in your browser.

[reddit-tales]

Some tips for buying a used car for people that know nothing about cars

I’m a mechanic/auto shop owner. I figured I’d put some stuff together for anyone interested in buying a used car but doesn’t know anything about cars. Obviously the best option is to take it to an auto shop to have it thoroughly inspected by a professional before you buy it. The key word here is BEFORE you buy it. I don’t know how many people I’ve had come to my shop for an inspection after they bought it….ugghh. The $150 or so you spend is worth not buying something that may have thousands of dollars of problems. But if that’s not an option, here are some tips to help keep you from buying a lemon:

1-Buy a cheap OBD scanner/reader. You don’t need to spend a lot, as they’ll all do what you need here. A bluetooth OBD reader and the TORQ app for you phone seems to be pretty popular/good choice. Practice using it on some cars. Some of the stuff I'm going over may seem daunting, but if you practice it on a car a few times, you'll get the hang of it, and this will all make sense. You could be saving yourself thousands in repair here, so take a few hours to practice it. It's not hard once you do. You should be able to do all of the stuff I'm going to talk about with your scanner in under 5 mins total. You don’t have to worry about reading and interpreting data. The main thing you want to do is check for codes in the engine and transmission ECUs. ECU stands for Electronic Contrul Unit. Basically, it's the computer that controls the engine or transmission. They are sometimes referred to as ECM, or Engine Control Module, and TCM, or Transmission Control Module. Sometimes they'll be referred to as PCM, or Powertrain Control Module. This is what it's called when only one computer controls both the engine and automatic transmission. The PCM may be one physical computer, but logically, it's 2 computers. So if you connect your scanner to a PCM, you'll still see two separate options, one for engine, and one for transmission. Do note that if you have a manual transmission, there won't be a transmission computer.

So when you connect to each one, there should be no codes in either. If there are codes, there’s an issue. It may be minor, it may be major. Google it if you want, but not knowing what the codes mean, your best bet is to walk away. If your scanner is a better one, you can also check other modules (computers) for codes. However, it’s pretty common on newer cars, especially European, to find obscure codes in obscure modules. Normally they’re not an issue. Focus on the Engine and Transmission. ABS (antilock brakes) and SRS (safety restrain system...airbags, seat belts, etc) modules normally shouldn’t have codes lingering either. Make sure to also check after test driving. The codes may have been reset by the seller to hide a problem (more on that in the next paragraph). They may have returned during your test drive, so check again!

Use the scanner to check the monitors on the engine ECU/Computer. Monitors are a series of self checks that the ECU does on the engine. All applicable monitors should be set (passed/complete). They get reset when you clear the check engine light, or when you disconnect the battery (usually). If all of the monitors haven’t passed, then it’s quite likely the person selling it has reset the check engine light recently (may be trying to hide a problem), or there’s a problem that isn’t allowing the monitor to complete. Not a good sign. Walk away. To complete all of the monitors can take quite a few miles and sometimes several days. So there's a good window there for you to catch someone doing some hanky panky.

2. Crank the engine without starting it. What you want to do is listen to the engine during a continuous crank. On American cars and on Mazdas, this is easy, as they have what’s known as a Clear Flood Mode. You turn the key to the on position, wait a few seconds, depress the gas pedal all the way, then try to start it. The engine will crank away without starting for as long as you hold the key (or in the case of a push button start, until you hit the button again). If the engine starts, quickly let off the gas so you don’t revv up the engine too high and try it again. You’ll want to listen to it for a good 10 seconds or so. This is a very easy way to check compression on an engine. The main thing you hear when cranking an engine is the electric starter working to try and spin the engine. As a piston comes up and compresses the air, the starter has to work harder to spin the engine, and the speed/pitch of the starter changes. Once the piston comes back down, it’s easier to spin the engine, so the speed/pitch changes back, and then repeats as each consecutive piston moves up in the compression stroke. Every engine sounds different, but they all should have a very steady rhythmic starting noise. Kind of a WAAA WAAA WAAA WAAA WAAA. If one or more of the cylinders has low compression, you will hear the starter have an off-rhythmic sound that repeats. So for instance, if you have a 4 cylinder engine with one low compression cylinder, it would sound like WAAA WAAA WA WAAA WAAA WAAA WA WAAA WAAA WAAA WA WAAA etc. Every 4th pitch change will sound different than the other 3.

For reference, here’s what a normal cranking sound should be: https://www.youtube.com/watch?v=6v0h_Ygqox0

Here’s what a low compression cylinder cranking sounds like. It’s at about :55 secs :https://www.youtube.com/watch?v=pOghpmVhVng

If you listen closely, you’ll hear the unsteady rhythm. Loss of compression is usually piston rings, valves, or head gasket. All costly. If the engine sounds funny when cranking, walk away.

If the car you’re looking at doesn’t have a clear flood mode, you can remove the fuel pump relay in the engine compartment fuse box, which turns off the fuel pump. Most cars have one, but some don’t. Some cars can be a real PITA to disable it from starting. Google the car you’re looking at with something like “YYYY Make Model clear flood” or “YYYY Make Model disable fuel pump” and see if there’s an easy way to achieve this. I'm sure there will be a Youtube video showing you exactly how to do this.

Practice this beforehand on cars you have access to if possible to tune your ear to the sound. You can also do this periodically on your own car to see if any problems are arising.

3. Check the fluids. All of the fluids will have minimum/maximum marks. If fluids are low, someone has not been maintaining the car well, or it has developed a leak. Not a good sign. When checking the engine oil, it should range from clear to black. If it looks like chocolate milkshake, there is a major problem. RUN AWAY. You can also smell the oil on the dipstick to see if it smells like gasoline. If it smells like raw gasoline, the engine is either injecting way too much fuel or you have bad piston rings. Either way they're bad. If the oil level is WAY above the full mark, like an inch or more, then either some other fluid is making it's way into the engine (very bad) or someone sucks at doing an oil change. Remember to check the oil with the engine off and on level ground. Some new cars don’t have dipsticks (mainly European). If so, you’re SOL. Check the coolant in the reservoir. It should be green, pink, red, yellow, orange, blue, or purple, depending on manufacturer. If it’s rusty, walk away. Remove the radiator cap (only if the engine is cold) and look at the cap and in the radiator. If you see any rust or chunky/gritty brown stuff, walk away. If it’s just water, walk away (be careful here, Ford’s yellow coolant almost looks clear). Check the automatic transmission fluid. For the most part, it should be red, but sometimes amber or green. It may be black. That’s dirty. Not a deal breaker, but they haven’t been keeping up on maintenance. It should not smell burnt, though. That’s bad. If it looks like strawberry milkshake, that’s really bad. Also, remember that you should check the level on automatic transmissions while the engine is running in Park and after driving it and getting the transmission good and hot. The only exception is most Hondas. That’s checked after driving but with the engine off. Google it for the car you plan on looking at to make sure. Many new cars don’t have a transmission dipsticks, so again, you’re SOL there.

4. Start the engine and listen for any noises. The engine should be cold. If it’s at operating temperature, the seller may have warmed it up to hide some cold start engine noises. Be wary. If it makes any noises, walk away.

5. Look for maintenance records. If it has consistent oil change records at an oil change place, at least they’ve been changing the oil. Unfortunately, oil change places only check easy profitable stuff. It’s better than nothing, though. If the records are all at an independent shop, that’s better. Indy’s will usually do a pretty thorough check up on the car when servicing it. If it has all dealer records, that’s the holy grail. Dealers will find any nick nack that’s wrong and upsell it. They also commonly don’t do thorough diagnostics (this is an unfortunate effect of the way dealer shops operate). So if it needed repairs, on top of having new parts that needed replacing, it may have other new parts that it didn’t even need. Plus those new parts will be good quality OEM parts, not chines junk of questionable quality.

6. Check that everything works on the car. Check the A/C, the heater, the windows, the locks, the mirrors, the head/parking/brake lights, etc. If the owner neglected to fix obvious problems, what else did they decide not to fix?

7. Look under the hood and look for any hokey work. Random zip ties holding things on, tape, broken plastic pieces, a battery that can move around if you push on it, wires hanging, etc. If it looks like unprofessional work has been done on what you can see, how bad is what you can’t see?

8. How does the car look? Is it dirty, full of scratches, stained? If the owner cares so little about the interior/exterior, they probably have the same attitude towards the mechanical part of it.

9. Check the tires. Aside from general condition, do they all match? If all the tires are different, they’re cheap/broke, and have probably cheaped out on a lot more than just tires. Lay your hand flat on the tire tread and light feel around the tires. If you feel a repeating pattern of flat spots/dips, you have suspension problems.

10. Try and stay away from used car dealers. Used car dealers get the majority of their cars from auctions. A lot of cars that go to auction are sent there by someone that doesn’t want it, usually because there are problems. Not all, but many. New car dealers send trade-ins that are too old or the wrong make to put on their lot, and some of those are decent. However, the small used car dealers usually buy the bottom of the barrel cars at auction. They’ll fix the minimum needed with the cheapest parts possible to maximize profit. They’ll make it look pretty, though. Good chance you’re buying a polished turd. Not all used car dealers are bad, though. Check reviews. Look at what they have on the lot. If they have a lot of high resale value cars on the lot, they're buying the good stuff at acution. If all of their cars are under $10k, with a lot under $5k, move on.

11. Obviously, test drive the car. Drive it at different speeds up to highway speeds. Brake easy, brake hard. Find a crappy road or railroad tracks to drive over. Make sure there are no noises or vibrations. Get it good and warm. When you’re done, open the hood and take a good whiff. Make sure there are no strong smells (like burning fluids or other things). Look under the car and see if anything is dripping or the bottom of the engine is covered in fluids (bring a flashlight, it can get dark under there). Don’t be alarmed if you see water dripping under the car at about the same area as the base of the windshield/firewall. If the A/C or defroster was on, that is just condensate from the A/C system. Touch it. If it’s not oily and looks/feels like water, it should be OK. If you’re test driving a manual car, the clutch engagement point should be somewhere in the middle of the clutch pedal travel. If it’s right at the top or right at the bottom, clutch repairs are in the near future.

12. This one is a little more advanced, but not too difficult. It’s also pretty important. You’ll need your OBD scanner. What you want to do is look at the engine data and search for the fuel trims. An engine computer injects fuel based on a bunch of sensor inputs. It has a base fuel map programmed into it that it references, based on those sensor inputs, and injects XXX amount of fuel. There is an oxygen sensor in the exhaust system that analyzes the exhaust gas and acts like a quality control inspector. It tells the computer whether it injected too much or too little fuel. The computer then makes adjustments to that base fuel map to make sure it’s injecting the proper amount of fuel. Those adjustments are called fuel trims. A 5% fuel trim would mean the computer had to add 5% more fuel than the base map. A -5% fuel trim would mean that the computer had to reduce fuel by 5% from the base fuel map. In a perfect world, fuel trims would be zero. However, that’s rarely the case. Fuel quality, different atmospheric conditions, engine wear, engine or sensor problems, etc, make it so that the base fuel map is never perfect, so the computer is always adding or subtracting fuel (usually it’s adding, but sometimes it’s subtracting). I don’t like to see a computer adding or subtracting more than 10% fuel. Any more than that and there may be a problem. Any more than 15-20% and there is definitely a problem.

So what you’re going to want to do is look at the data on the engine computer. You want to make sure you connect to the computer using the GENERIC OBD2 option on your scanner. Different car manufacturers will call these fuel trims by different names, and display the percentage in different ways. If you connect to the engine computer the standard way, you may be confused trying to find and read the fuel trims. But if you connect using the generic obd option, it’s always going to use a standardized display format across all vehicles. Some really cheap OBD scanners only connect using the generic OBD protocol. You’re going to see a long list of a bunch of different data. Scroll through until you find “short term fuel trim” and “long term fuel trim”. I'm not going to explain what the difference between those two data parameters are, as that doesn't matter here, and may end up being confusing. I'm just going to tell you what to do with the values you see.

Short term fuel trim, depending on your scanner, may be displayed as: Short term fuel trim, STFT, ST, or ST%

Long term fuel trim may be displayed as: Long Term Fuel Trim, LTFT, LT, or LT%

Let’s assume your scanner uses the more common STFT and LTFT designation. You’re going to see a number after the letters, so STFT1 and LTFT1. The number means the “bank” or side of the engine. A 4 cylinder engine only has one “side” so you’ll only see STFT1 and LTFT1. However, a V6 or V8 engine has two sides of the engine (3 or 4 cylinders on one side, and 3 or 4 cylinder on the other side, hence the V6 or V8). The computer controls fuel independently for each side of the engine, so you’ll see a STFT1 and LTFT1 for one side of the engine, and STFT2 and LTFT2 for the other side. Don’t be alarmed if you’re looking at a V6 or V8 engine and you only see STFT1 and LTFT1. Many late 90s cars and some early 2000s cars didn’t control fuel separately for each side of the engine, and lumped both sides into one bank.

When looking at the short term and long term fuel trims, you’ll notice the long term fuel trim number stays pretty steady, but the short term fuel trim number may change a lot. This is normal. What is important to note is that they are cumulative. So if STFT=4 and LTFT=3, then your total fuel trim is 7%. Let’s take a look at some examples on a V8:

STFT1 : 3 ... STFT2 : 6

LTFT1 : 2 ... LTFT2 : 1

So the total fuel trim on bank 1 is 5% (3+2) and the total fuel trim on bank 2 is 7% (6+1). Each bank is below +/- 10%. That’s pretty good.

STFT1 : -5 ... STFT2 : 3

LTFT1 : 3 ... LTFT2 : 1

Bank 1 fuel trim is -2% (-5 +3) and bank 2 is 4% (3+1). Again, that’s good.

STFT1 : 6 ... STFT2 : 7

LTFT1 : 10 ... LTFT2 :15

Bank 1 fuel trim is 16% (6+10) and bank 2 is 22% (7+15). That’s not good. Walk away from this one.

Here's one more that's a littlte different:

STFT1 : -20 ... STFT2 : -20

LTFT1 : 22 ... LTFT2 : 20

Hey, 2% and 0% total fuel trim on each bank. SWEET! this car is running almost perfect! Well not really. Why is the LTFT adding 22% but then the STFT is taking a bunch of it back? There may be an intermittent issue going on here. So add the absolute values together as well (treat -20 as 20) and see what that total is. Here we have 42 and 40. There's some interpretation required here that you'd need some experience to do, but I'd say anything over 25 when adding absolutes is cause for concern.

Check these numbers with the engine running at idle, and rev up the engine and hold it at about 2500rpms and check it there. Like I said, you may see the STFT number change pretty quickly, so just use the average of the numbers you see for that one. If you have someone with you, you can have them check the numbers while you drive as well.

Practice this on a car you have access to beforehand.

13. Last and not least, don’t trust the person selling the car. Trust your eyes, your ears, and your instinct. You don’t know this person, they may be lying about the car, or try and tell you that the thing you’re worried about is no big deal, it’s just this or that. Or they had a guy check it out and it’s a really easy/quick fix. Be patient and find the right car. If something is fishy or doesn’t seem right, move on to the next car. A car is a pretty big expense. Most people budget for the purchase price of a car and don’t consider there may be considerable extra expense in fixing major problems. Minimize the possibility of those extra expenses by inspecting the car the best you can.

I would recommend running through these things, and any others you want to add, on your current car, your parents’ cars, friends’ cars, etc. Do it several times. Get comfortable in making these checks so that when you’re doing them in front of some stranger on their car, you won’t forget anything.

[itcars]

Details: The New Audi A3 Sedan

The second generation of an Audi success story is here – the A3 Sedan. The compact four-door model is digitally and fully connected – from the infotainment through to the assist systems. Beneath the body, new drives and refined suspension tuning ensure a driving experience that is as efficient & dynamic. 

Powerful and elegant: The exterior The front is dominated by a large Singleframe with honeycomb grille that is flanked by striking headlights. On the outside, they form trapezoidal angles that are drawn downward. In the top model with Matrix LED technology, this is where the new digital daytime running lights are housed. They consist of a pixel array made up of 15 LED segments that can be actuated individually and give the various versions of the A3 Sedan a specific signature.

With the A3 Sportback, the body line running above the sill rises towards the rear lights before the rear wheel arch, thus accentuating the short rear end. The body line on the Sedan, by contrast, extends up to the rear bumper. This emphasizes its length – 15 centimeters (5.9 in) longer than the Sportback – and gives the flank an elegant appearance. The concave surface under the broad body shoulder further accentuates the quattro blisters and the sill. This creates an intensive play of light and shadow. The roof line slopes down from the B-pillar dynamically – just like on a coupé – and finishes in a striking spoiler on the tailgate. Optionally available in carbon, this provides a visual accent and, in so doing, emphasizes the powerful appearance of the four-door model.

Streamlined body The aerodynamics benefit from the higher rear end compared with the predecessor as well as the large diffuser. As a result, the new A3 Sedan with the 2.0 TDI 110 kW (150 PS) achieves a Cd value of 0.25 and is therefore 0.04 Cd points better than the first generation. The controllable cooling-air inlet with two electrically actuated louver modules behind the Singleframe also contribute to this. They regulate the flow of air intelligently and according to the situation. In addition, the paneled underbody, the exterior mirrors with improved aerodynamics, and the active brake cooling reduce air resistance and make for a streamlined vehicle.

Focused and digitalized: The cockpit The cockpit of the A3 Sedan is entirely focused on the driver. This begins with the interior design and ends with the display and control elements. Thus, the instrument panel with the central MMI touch display is inclined slightly toward the driver. It has a 10.1-inch diagonal and is intuitive to operate. As standard, it includes handwriting detection as well as natural language control that can optionally draw on the capabilities of the cloud. The 10.25-inch instrument cluster behind the steering wheel is digital even in the basic model. As the Audi virtual cockpit plus, it measures 12.3 inches and offers three different views, including sporty graphics with inclined digits and a particularly dynamic layout. The RPM and speed are shown here as bar diagrams with angular red graphical elements. Upon request, a head-up display complements the display concept, whereby it projects important information onto the windshield in the driver’s direct field of vision. Highly connected: From infotainment to driver assistance The top infotainment system in the new A3 Sedan is the MMI Navigation plus, which uses the third-generation modular infotainment platform (MIB 3). The MIB 3 boasts computing power ten times higher than in the predecessor model, connects the car via LTE Advanced speed, and connects the smartphones of the passengers to the Internet via Wi-Fi hotspot. The MMI Navigation plus offers a multitude of Audi connect services as standard, including online traffic information, news, and additional information such as photos, opening times, and user reviews relating to points of interest.

Car-to-X services that make use of the swarm intelligence of the Audi fleet are also part of the portfolio. They report hazardous areas or speed limits, for example, to vehicles with the corresponding equipment or find free parking spaces at the side of the road. If the car is switched off, the myAudi app continues navigation from the car on a smartphone. This way, customers reaches their destination directly.

The A3 Sedan is also connected to the smartphone via the Audi smartphone interface, which integrates iOS and Android cell phones with Apple Car Play and Android Auto in the MMI, as well as via Audi phone box. The latter connects the device to the car antenna and can charge it inductively. What is more, the A3 Sedan can be locked and unlocked as well as started via an Android smartphone with the Audi connect key. Personalization allows up to six users to store their preferred settings in individual profiles, including those for the seat, climate control and media. The DAB+ digital radio comes as standard. Options include online radio and the hybrid radio, which automatically switches between FM, DAB, and the online stream depending on a station’s signal strength, thus ensuring optimum reception. Beginning in the middle of the year, the Amazon Alexa voice assistant will complement the offering.

The driver assist systems are also particularly effective thanks to the close networking. In the Audi pre sense front system, the camera behind the interior mirror works together with the front radar to prevent accidents, or at least reduce their severity. The standard collision avoidance assist also uses the data from this sensor system. Adaptive cruise assist, an innovation from the full-size class, supports drivers with longitudinal and lateral guidance. The efficiency assist notifies them when it would be sensible to take their foot off the accelerator. To do so, it evaluates information including the navigation data. The exit warning, the cross-traffic assist and the surround view cameras that will follow shortly after the market launch are also useful in in urban traffic.

Three engines at ramp-up: The drives

The new A3 Sedan is available with a choice of two TFSI engines and one TDI engine at launch. One thing they all have in common is high efficiency. The 35 TFSI, a 1.5-liter direct injection engine, produces 110 kW (150 PS) and is available in two versions – with a newly developed six-speed manual transmission (combined fuel consumption in l/100 km: 5.0 – 4.7 (47.0 – 50.0 US mpg)*; combined CO2 emissions in g/km: 114 – 108 (183.5 – 173.8 g/mi)*) and with a quick-shifting seven-speed S tronic (combined fuel consumption in l/100 km: 4.9 – 4.7 (48.0 – 50.0 US mpg)*; combined CO2 emissions in g/km: 113 – 107 (181.9 – 172.2 g/mi)*).

Besides the cylinder on demand technology, the powertrain in conjunction with the S tronic dual-clutch transmission uses a 48-volt mild hybrid system. It recovers energy during deceleration, supports the engine with up to 50 Nm (36.9 lb-ft) of torque when driving off and accelerating from low engine speeds and allows the A3 Sedan to coast with the engine switched off in many situations. In everyday driving, it reduces consumption by up to 0.4 liters (0.1 US gal) per 100 kilometers (62.1 mi).

The 2.0 TDI with 110 kW (150 PS) (combined fuel consumption in l/100 km: 3.9 – 3.6 (60.3 – 65.3 US mpg)*; combined CO2 emissions in g/km: 101 – 96 (162.5 – 154.5 g/mi)*) also works in conjunction with a seven-speed S tronic, whereby gear shifts are performed via a new switch using shift-by-wire technology.

Comfortable and dynamic at once: The suspension The suspension of the new A3 Sedan has been tuned to be sporty and harmonious – a touch more precise than in the predecessor model. To a large degree, this precision and reaction speed is thanks to the central dynamic handling system that ensures optimal interaction between all the components relevant to the transverse dynamics. As an alternative to the standard setup, there is a sport suspension and a suspension with controlled dampers. The latter offers a wide spread between highly comfortable roll motion and agile handling. The Audi drive select dynamic handling system also allows the driver to experience different levels of suspension tuning in their A3 Sedan – from comfort-oriented and distinctly dynamic right through to particularly fuel-efficient. This also brings about changes in the characteristics of the throttle response and the progressive steering, for example, which varies its ratio depending on the steering angle.

Prices and market launch Presales of the new A3 Sedan will begin at the end of April 2020 in Germany and many other European markets. Deliveries will commence in the summer. Prices for the 35 TFSI with 110 kW (150 PS) start at EUR 29,800. Shortly after the market launch, an entry-level gasoline engine will follow with a list price of EUR 27,700.

[cometoyouautorepair]

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[smoothshift]

How Enthusiasts Will Modify Electric Vehicles (Follow-up) via /r/cars

How Enthusiasts Will Modify Electric Vehicles (Follow-up)

A few weeks ago, I posted a similar thread to this subreddit that was essentially just a question and not much else. But ever since then, I've asked all around the internet including other subreddits about how would you go about modding an electric vehicle. Thus, this post is intended to be sort of a "follow-up" to the last one for anyone who is interested (first post can be found here: https://www.reddit.com/r/cars/comments/afcp7k/what_will_ev_modifying_be_like/). That being said, here is a few things I've come up with. Obviously, I want to hear what you guys have to say as many of you are knowledgeable mechanics. I'd love to hear your input.

As electric vehicles take over pretty much every market segment - everything from commuter cars, super cars, dirt bikes (Alta Redshift), and high performance side-by-sides (Nikola NZT) - there will eventually be those who wish to modify electric vehicles for better performance, and thus, an aftermarket will form to cater to them. This will probably become commonplace as more used electric vehicles enter the market. In comparison to an ICE vehicle, EVs are very simple. There isn't as much to modify in general. There are certain mods that will be exactly the same as they are today; weight reduction, suspension, wheels, gear ratio changes, etc. But what about the powertrain itself?

- REFLASHING:

Similar to ECU tuning today, software modification could allow for better performance as many EVs come de-tuned from factory. The Nissan Leaf Nismo is an example of this. The only difference between the standard Leaf and the Nismo is a body kit, wheels, and a software reprogram.

- HIGHER VOLTAGE CABLES

As you begin working with more power, the rest of the drivetrain will need to be up to par. Higher voltage cables could be a "Stage 1" mod in the future, similar to installing new valves/valve springs as you build an engine.

- AFTERMARKET CONTROLLERS/COMPUTERS

The EV equivalent of a standalone ECU (like a MoTeC). These would allow you full control over tuning the car yourself rather than needing to reprogram the stock computer. An example of this today is the EV West Tesla Motor kit which comes with an aftermarket controller that allows for fine-tuning.

- RE-WOUND MOTORS

The copper wires in an electric motor can be replaced and rewound to allow for more power, RPMs, efficiency, etc. This is something that is already done on all sorts of industrial motors today. Motor-rewind kits will likely enter the aftermarket and be an intermediate-level mod, similar to aftermarket camshafts.

- BATTERY MODULE SWAPS

People have been using Tesla Motors and hooking them up to Chevy Volt or Kia Soul packs to build some pretty crazy machines (for those who don't know, the Volt/Soul packs have a greater discharge than the standard Tesla packs). Aftermarket companies will likely sell high performance modules to give your vehicle better performance. You could also wire modules in a series rather than in parallel for much more power at the expense of range, but this assumes that the rest of the drivetrain can sustain the extra voltage.

- MOTOR SWAPS/MORE MOTORS

Completely swapping the stock motor for a more powerful motor is nothing new in ICE vehicles, but an advanced mod pertaining to EVs could be adding more motors. This will likely be difficult and expensive, but so are AWD swaps on traditional vehicles.

All in all, I believe that the future of vehicle modding will be similar to what RC car enthusiasts have been doing for years, simply scaled up (a similar conclusion to my first thread). The nitro-powered (ICE) guys add turbos/superchargers among other things, and the electric-powered (EV) guys swap batteries, ESCs, and motors. I expect these same practices to translate over to full size vehicles. What do you guys think?

[scrumptioustimemachinehologram]

Rebuilt Acura Engine

A high level powertrain is fundamental for meet MDX's essential objectives of extraordinary execution, class-driving low outflows, and great mileage. To that end the MDX is fueled by a high level 3.5-liter SOHC VTEC motor that conveys 240 strength at 5300 rpm and 245 lb-ft of force from 3000 to 5000 rpm. Acura's Engine famous Variable Valve Timing and Lift Electronic Control (VTEC') valvetrain, first utilized in the NSX supercar, changes the circumstance, span, and lift of the admission valves as per motor speed. Related to a two-stage admission complex, VTEC yields high pinnacle rpm execution, solid reaction at low-and medium-rpm, extremely low discharges, and top tier eco-friendliness.

MDX's new 5-speed programmed transaxle has a few elements designed explicitly for use in an average sized extravagance SUV, including: extra-wide stuff proportions to improve both beginning up speed increase and interstate cruising solace, a lock-up force converter and an inflexible amalgam case plan.

The MDX's creative VTM-4' (Variable Force The board' 4-Wheel Drive) all-wheel drive framework gives additional footing during speed increase and elusive street conditions. Extra advantages are further developed dry-street vehicle elements, medium-obligation rough terrain ability, and a lock element to help extraction from extreme "stuck" conditions. A conservative exchange case is blasted straightforwardly to MDX's front-mounted transaxle. A two-piece propeller shaft conveys force from the exchange case to a back pivot drive unit. Two PC controlled, electromagnetic-activated grasps connect depending on the situation to give force to the back tires.

POWERTRAIN Outline

Motor

3.5-liter 60-degree V-6 with belt-driven single-overhead camshafts and four valves for each chamber

240 net strength at 5300 rpm; 245 lb-ft of force from 3000 to 5000 rpm

Strikingly expansive and level force bend with 95-percent of pinnacle yield accessible from 2000 to 5500 rpm

Variable Valve Timing and Lift Electronic Control (VTEC)

PC controlled Customized Fuel Infusion (PGM-FI)

Double stage enlistment framework

Direct Start Framework

100,000-mile adjust stretches

Fulfills ULEV emanations guidelines in every one of the 50 U.S. states

5-speed Programmed Transmission

Wide-proportion configuration gives a first stuff additional pulling ability to begin substantial burdens in blend with a high top-gear for calm roadway cruising

Parts are designed to give the toughness expected to both rough terrain and towing use

Variable Force The executives

Inventive, PC controlled framework special to Acura MDX

Utilizations indispensable single-speed move case, two-piece propeller shaft, and electromagnetically-activated grasps in a back pivot drive unit to give the best of all-wheel drive and low maintenance 4-wheel drive

Adds a few ascribes to ordinary front-wheel-drive dealing with and soundness benefits

Ideal vehicle elements during both dry and tricky conditions

Additional foothold and steadiness on snow and wet streets

Back driving foothold for rough terrain use

Lock highlight for getting unstuck from a snowbank

96 Kg framework weight is essentially lower than contender frameworks

Efficiency and Exhaust Emanations

Fundamental EPA efficiency appraisals of 17 mpg in city driving and 23 mpg on the roadway (top tier)

First SUV ensured as agreeable with light-obligation truck Ultra Low Outflows Vehicle (ULEV) in each of the 50 states

Motor Engineering

The Acura MDX's motor is a high level 3.5-liter, SOHC, 24-valve, 60-degree, aluminum-square and-head configuration that is fundamentally more modest, lighter, and more impressive than serious SUV powerplants. A considerable rundown of innovations have been designed to give 240 drive, an expansive and level force bend, exceptionally low discharges, high eco-friendliness, just as thrilling choke reaction. The VTEC valvetrain and double stage consumption complex streamline chamber filling productivity across the motor's whole working reach. Low-limitation admission and exhaust frameworks, a 10.0:1 pressure proportion, and roller-type rocker arms additionally help proficiency.

Motor Square

The MDX 3.5-liter motor's square is bite the dust cast and warmth offered aluminum limit weight. A profound skirt setup is utilized to inflexibly uphold the driving rod, accordingly limiting commotion and vibration. Dainty divider, diffusively cast iron liners assist with lessening generally length and weight. Every liner's harsh as-projected outside surface bonds safely to encompassing aluminum during the assembling system to expand strength and improve heat move.

Driving rod/Interfacing Poles/Cylinders

A produced steel driving rod is utilized for most extreme strength, unbending nature, and sturdiness with least weight. Rather than bulkier, heavier stray pieces, interfacing pole covers are gotten set up with more modest, high-rigidity clasp that screw straightforwardly into the associating bar.

Short-skirt cast-aluminum level top cylinders are scored for valve freedom.

Chamber HEAD

In contrast to numerous SUVs, the Acura MDX has four-valve ignition chambers, the best way to deal with ideal execution with superb eco-friendliness and extremely low discharges.

Valves are bunched close to the focal point of the drag to limit ignition chamber volume and to give abundant crush region. A 10.0:1 pressure proportion augments warm proficiency, power yield, and fuel mileage. One halfway found camshaft for each bank is driven by a glass-fiber-supported toothed belt. Head gaskets are made of high-strength materials to contain ignition pressures.

VARIABLE VALVE TIMING AND LIFT ELECTRONIC CONTROL (VTEC)

Acura's creative Variable Valve Timing and Lift Electronic Control (VTEC) is one key to boosting motor yield across the full working reach. Conventional motors have fixed valvetrain boundaries - similar planning of occasions, valve lift, and cross-over whether the tachometer needle is battling to move out of the low-rpm reach or shouting at the redline. The VTEC approach rather has two unmistakable modes so activity of the admission valves changes to enhance both volumetric productivity (breathing) and burning of the fuel-air blend. Less air is required in the lower part of the motor's working reach so rocker arms are modified to follow cam projections that give low lift and decreased term (more limited time open with less valve lift). The two low-speed consumption cam flaps for every chamber are intentionally unique to give uneven air/fuel combination stream into the chamber. This yields a twirl impact, a little tornado about an upward pivot that is exceptionally helpful to perfect and finish ignition.

At 4100 rpm, the MDX's powertrain control module orders the VTEC framework to change admission valve activity to the fast mode. Accordingly, an electric spool valve opens to course compressed oil to little cylinders inside the admission valve rocker arms. These cylinders then, at that point slide to lock the three rocker arms accommodated every chamber together. Accordingly, both admission valves follow a focal high-lift, longer-term cam projection. The exchanging system requires simply 0.1 second and is imperceptible by the driver.

The additional lift and longer span give the additional air and fuel the motor necessities to deliver high pinnacle drive and a more extensive force band. Rather than a peaky motor - one that isn't responsive through the mid-range then, at that point becomes boisterous at high rpm - the MDX has a powerplant that feels vigorous and anxious to give invigorating execution at any motor speed.

Double STAGE Enlistment Framework

The enlistment framework on the MDX's V-6 motor works working together with the VTEC valvetrain to essentially help force across the motor's full working reach. Inner sections and two butterfly valves told by the powertrain control module are designed to give two unmistakable methods of activity. The valves are shut at lower rpms. In this mode, the three chambers on each bank draw air from just the closer 50% of the complex's inner chamber, or plenum. The volume of the plenum and the length of delta sections are both tuned to expand the reverberation impact, wherein pressure waves are intensified inside every 50% of the admission complex at certain rpm ranges. The intensified pressing factor waves fundamentally increment chamber filling and the force delivered by the motor all through the lower a piece of its rpm band. Channel formed admission trumpets - like those utilized on hustling motors - are fitted to the highest finish of every admission sprinter to further develop wind stream.

As the advantages of the reverberation impact decrease with rising rpm, the butterfly valves open at 3,400 rpm to interconnect the two parts of the plenum, consequently multiplying its volume. An electric engine told by the powertrain control module opens and shuts the associating butterfly valves by means of a link. Presently every chamber draws consumption air from the full plenum chamber. The inactivity of the mass of air surging down every admission entry helps attract more charge than every chamber would regularly ingest. This marvel is a similar impact created by a low-pressure supercharger. The inactivity impact significantly improves chamber filling productivity and the force created by the motor at higher rpm. Simultaneously, the VTEC framework has changed from low-speed to high velocity valve timing to further improve wind flow through the admission valves and into every chamber.

The net impact of the MDX's double stage admission complex and VTEC valve train is that MDX conveys more force and force than a significant number of the huge V-6s and little V-8s utilized by the opposition, while additionally giving class-driving eco-friendliness and extremely low emanations. More than 95-percent of pinnacle force is accessible from 3000 to 5000 rpm. The relating band in the Mercedes-Benz ML320's 3.2-liter V-6 is just 66% as wide.

Customized FUEL Infusion (PGM-FI)

Fuel is conveyed in grouping and planned to every chamber's enlistment stroke by six injectors mounted on the lower part of the admission complex and focused on every chamber's focal pivot. A 16-bit, 32MHz focal processor unit (computer chip) inside the M

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2021 Wrangler 4xe is a mediocre hybrid, awesome Jeep

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2021 Wrangler 4xe is a mediocre hybrid, awesome Jeep

The new Jeep Wrangler 4xe plug-in hybrid is the brand’s biggest step yet into the realm of electrified driving, offering up to 21 miles of electric range per charge. No, a big battery hasn’t magically transformed the Jeep into a smarm-powered eco-car; the improvements aren’t even that great when you look at the numbers. But electrification also hasn’t cost the 4xe seemingly any of the off-road capability or performance that we’ve come to expect from the Wrangler and it’s Trail Rated badge. If anything, it’s better than ever.

Electric Blue tow hooks at the front and rear visually differentiate the 4xe from more conventional Wranglers, perhaps more so than the subtle charging port mounted high on the front driver’s side fender. The blue theme also extends to the Trail Rated badges and other graphics across the boxy body. To the casual observer, the 4xe doesn’t look very different, especially when bathed in a healthy coat of mud. But of course, there are bigger changes hidden beneath the surface. 

2021 Jeep Wrangler 4xe speaks softly, carries a big battery

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The 4xe is powered by Jeep’s 2.0-liter turbocharged four-cylinder engine, aided by a small starter/generator motor. It is similar in design and function to the eTorque mild-hybrid motor, though this one operates at 400 volts rather than 48.

Sandwiched between the gasoline engine and the standard eight-speed automatic transmission — replacing the torque converter — is the larger, main electric drive motor. A pair of clutches tie it to the gearbox and the gasoline powerplant, allowing the combustion engine to be completely decoupled from the wheels for full-electric driving. Downstream, you’ll find the same four-wheel-drive system, two-speed transfer case and locking differentials as the non-hybrid Wrangler, with a 2.72:1 final drive axle for the base 4xe Sahara or 4.0:1 for the more off-road capable 4xe Rubicon.

All together, you’re looking at 375 horsepower and a very generous 470 pound-feet of torque. The Hemi-powered Rubicon 392 has the same peak torque and more power, but the precise control and instant torque of the electric motor combined with the 4×4 system’s low-speed crawling hardware makes the 4xe the more capable Wrangler over extremely technical terrain, according to Jeep.

The 4xe’s 6-second 0-to-60-mph time is slower than the 392’s 4.5, but electrification has other advantages.

Antuan Goodwin/Roadshow

There are three E Selec modes that allow the driver to choose how to use the 17-kilowatt-hour battery’s juice. Electric mode uses battery power only for up to 21 miles of mostly silent driving at an EPA-estimated 49 mpge. The default Hybrid mode blends in gasoline power once the battery is depleted, while eSave prioritizes the combustion engine to preserve or generate charge for the battery, which is useful for saving a bit of low-speed EV range for the end of a highway stretch. The EPA reckons your economy will drop to around 20 mpg once the battery is depleted, which is surprisingly 2 mpg worse than the non-hybrid Wrangler with the same engine. Boosted by the initial electric range, I finished a day of testing at 24 mpg combined.

There’s also a Max Regen setting that can be applied to all three modes. It’s close to a one-pedal driving mode, giving a full 0.25 Gs of regenerative braking on lift, but still creeps forward at very low speeds. Jeep’s engineers have done a good job tuning the feel of this mode; the amount of regen or engine braking feels consistent regardless of the battery’s state and/or the chosen E Selec mode.

Most of my testing involved keeping the Max Regen mode on, and to give the 4xe the best shot at reaching its estimated range, the 4×4 system is best used in 2-High rear-drive setting. Like this, I was able to put 23.8 miles of mostly silent city driving behind me before the gas engine kicked on, which is slightly more than Jeep’s estimate. There’s still quite a bit of road, wind and, occasionally, drivetrain noise, and my example rolls on the standard road-friendly 20-inch wheels with all-season tires. Expect less range from the Rubicon’s 33-inch tall knobbies and shorter final-drive, and significantly less at highway speeds. Hybrid or not, the Wrangler still has the aerodynamic profile of a palette of bricks and overall efficiency tanks above 50-60 mph.

Plugging in adds up to 21 electric miles per 2.5 hour charge.

Antuan Goodwin/Roadshow

Plugging into a 240-volt Level 2 charging station — like the Jeep 4xe Charging Network trailhead chargers — juices the Wrangler’s battery pack in around 2.5 hours. At a regular 110-volt home wall outlet, that stretches to just over 12 hours from flat.

Of course, the most important thing about the 4xe is that it’s still a Wrangler; it still must deliver on the go-anywhere capability that name commands. To test this, I swapped into a more rugged Rubicon model with its 33-inch tires, dropped into 4-Low, locked the diffs and engaged full-electric mode to tackle an off-road course.

The journey started by fording water 30 inches deep without electrocuting anyone involved. The entire high-voltage electrical system is sealed and waterproof, plus the battery pack is actually tucked in the cabin, beneath the rear seats, where it is climate controlled and protected from bumps, punctures and scrapes.

The high-voltage powertrain and battery are waterproof and protected from the elements.

Jeep

With its impressive 77.2:1 crawl ratio and gobs of electric torque on tap, the Rubicon 4xe made easy work of some pretty severe climbs up solid, smooth rock faces. And while the 4xe’s PHEV hardware adds quite a bit of weight to the Wrangler’s package — about 770 pounds more than a comparably equipped Rubicon V6 — the battery’s position actually improves weight distribution, shifting quite close to a 50:50 split depending on trim, and lowering the center of mass slightly, for a more planted feel even at severe angles. Creeping along was made easier with the latest generation Selec-Speed Control smoothing out hill ascents and descents, but the throttle was remarkably sensitive and easy to modulate even without it. 

Perhaps the most enjoyably odd part of the 4xe off-road experience was just how absolutely and strangely silent the powertrain was even when hauling itself out of the mud and up ridiculously steep climbs. As much as I love the sound of a powerful ICE, hearing the scrub of the tires over the terrain added an unexpected dimension to the crawling experience, and I particularly enjoyed being able to more easily hear my spotters’ commands and the nature surrounding the trail. Of course, that meant the occasional thunks or scrapes from the undercarriage when exploring the limits of the 4xe’s 10.8-inch ground clearance and 22.5-degree breakover angle were also much more pronounced.

Street-bound improvements are minimal, but at least the Wrangler makes no discernable sacrifices off-road.

Jeep

The 2021 Jeep Wrangler 4xe starts at $49,490 for the base Sahara, including a $1,495 destination charge. That’s about $8,825 more than a similarly spec’d Sahara V6, but up to $7,500 in plug-in tax rebates and any state specific-incentives should ease the sticker shock. The more rugged Rubicon and feature-laden High Altitude modes I tested start at $53,190 or $55,074, respectively.

The Jeep Wrangler 4xe is just an OK plug-in hybrid. Its range and fuel economy are pretty weak but, with frequent charging and shorter trips, there’s still plenty of potential to bend the rules of “your mileage may vary” to your benefit. However, the 4xe is truly the most capable, technically advanced and eco-friendly Wrangler ever and its ability to quietly and confidently tackle the great outdoors with a nod to environmental responsibility is currently unmatched. At least, until the electric trucks arrive.