#dart impact tester price

[packingtest01]

Enhancing Product Quality Control with Advanced Dart Impact Testers

Advanced dart impact testers revolutionize product quality control with their precision and standardized testing procedures. By carefully controlling impact variables, they reveal weaknesses in materials, prompting timely adjustments that enhance product quality and compliance with regulatory standards. These testers promote continuous improvement efforts, resulting in increased product durability and increased customer satisfaction, ultimately strengthening brand reputation and market competitiveness.

[prestotesting]

How to Perform a Dart Impact Test on Plastic Films: A Step-by-Step Guide

A dart impact test is a method to measure the impact resistance of plastic films and laminates by dropping a dart on them from a certain height. The test can help evaluate the quality, durability, and performance of various plastic products and materials. The test can also help compare the effectiveness of different surface treatments, such as electroplating, galvanizing, painting, etc. The test is standardized by several national and international standards, such as ASTM B117, ISO 9227, JIS Z 2371, and ASTM G85.

To perform a dart impact test on plastic films, you will need a dart impact tester, a sample holder, a scale, a release mechanism, and a sample of the material to be tested. You can find some examples of dart impact tester online, such as Presto Group or Amazon. You can also compare the prices, features, and specifications of different models and brands and choose the one that suits your needs and budget.

Here are some steps that you can follow to perform a dart impact test on plastic films:

1. Prepare the sample of the material to be tested according to the standards and specifications. The sample should be large enough to extend beyond the sample holder by at least 25 mm at all points. The sample should also be representative of the material under study and should be taken from the sheet or tube in such a manner that the whole of the sheet is represented in the test. You can use a template to guide the cutting of the sample and a thickness gauge to measure the thickness of the sample.

2. Clamp the sample in the sample holder and connect the pneumatic pipe to the vacuum pump. Turn on the vacuum pump to hold the sample securely and prevent any air pockets. The sample should be clamped by the specimen holder ring and should have a slit that allows the dart to pass through and tear the sample.

3. Adjust the level of the machine with the spirit level and lock the leveling bolts in the proper position. Ensure that the apparatus does not vibrate and has a proper earthing connection. Connect the power supply cord of the device to a 3-pin 5-ampere socket on a single-phase 230 V AC supply line.

4. Choose the appropriate weight of the dart that is nearest to the expected impact failure weight. You can also add the required number of incremental weights to the dart shaft and put the locking collar in its place to set the weights in a particular location.

5. Adjust the height of the drop of the dart according to the standards and application requirements. You can use the release mechanism of the vertical channel support to set the height of the drop. The dropping height of the dart can be 660 mm or 1524 mm, depending on the type of test.

6. Place the dart in the release mechanism and align it with the center of the sample. Make sure that the dart is free from any dirt or dust and has a smooth surface.

7. Release the dart from the starting position by using the trigger or the button of the release mechanism. The dart will fall freely and hit the sample, causing it to tear. The force and the distance of the tear will be recorded by the scale and the display of the device.

8. Remove the sample from the sample holder and examine the damage caused by the dart. You can use a marker to record the maximum force reached by the pointer and the scale. You can also use a ruler to measure the length of the tear.

9. Calculate the Falling dart impact tester of the material by using the formula: Dart impact strength = Weight of the dart in grams / 10 min. You can also use a computer interface or software to generate graphical and numerical reports of the test results.

10. Repeat the test with different samples and weights of the dart to obtain an average value of the dart impact strength of the material.

I hope this guide helps you to perform a dart impact test on plastic films.

[octagonsolution]

Dart Impact Testers are used to determine the strength and durability of plastic films, sheets, foils, etc. The free-falling dart mechanism on variable test heights is according to IS:2508. The machine is simple in construction and easy to operate.

[graysonworld]

A dart impact tester is a device used to measure the impact resistance of plastic films, coated paper, and other materials. The test is performed by dropping a dart onto the material from a specified height. The dart has a hemispherical head that is designed to cause the material to fail.

[robertkstone]

2019 Mazda CX-3 First Test: Fun-Sized Urbanite

“Is it an SUV or a car?” That’s the first question you’ll get from people who notice the refreshed 2019 Mazda CX-3’s svelte exterior. As with many subcompact crossovers, the CX-3 is essentially a hatchback with body cladding and a suspension that’s been raised ever so slightly. Mazda’s rugged city dweller puts style and fun at the forefront, making it the driving enthusiast’s choice in its segment. Refreshed for 2019 with a revised suspension and steering, a small horsepower increase, and redesigned seats, Mazda has refined the CX-3 to expand the little crossover’s appeal to more consumers.

Agile handling is a CX-3 hallmark; its precise steering, superb body control, and buttoned-down suspension make it a joy to drive on your favorite winding road or darting around in the urban jungle. However, at the track, the CX-3’s undefeatable stability control system frustrated road test editor Chris Walton; the system kept cutting power during the figure-eight test unless he straightened the steering wheel. The six-speed automatic also denied downshifts when a foot was on the accelerator. Despite the intrusive electronic nannies, the 2019 CX-3 finished the figure eight in 27.6 seconds with a 0.60 g average and generated 0.84 g of lateral acceleration on the skidpad. The CX-3’s suspension veers toward the stiff side, but the changes made for 2019 have improved overall ride quality by minimizing the impacts felt by occupants. However, the Honda HR-V and Subaru Crosstrek are still softer sprung and more comfortable over unmaintained surfaces.

Mazda’s 148-hp 2.0-liter I-4 is adequate for the 2,888-pound CX-3. Credit the responsive six-speed auto for extracting the most out of the four-banger’s output, preventing it from feeling languid when passing, merging, and climbing steep grades. Associate road test editor Erick Ayapana found it easy to launch the CX-3, enabling our front-drive tester to hit 60 mph in 8.2 seconds and the quarter mile in 16.3 seconds at 84.8 mph. All-wheel-drive-equipped models are slightly slower, and only the Hyundai Kona with its optional turbo engine is quicker than the CX-3. Walton and Ayapana also complimented the CX-3’s strong brakes, which allowed it to stop from 60 mph in 118 feet. Front-end dive is minimal and well-controlled for a crossover.

Mazda’s interiors continue to punch above their segment; nearly everything you interact with is of high quality, from the padded surfaces to the harder door panel plastics. Even the infotainment system’s buttons operate with a reassuring feel, and the knobs make a satisfying click every time you turn them. The new front seats hold in you in place during enthusiastic driving yet remain comfortable on the daily grind. Interior space, however, is at a premium, with cramped rear seats and one of the smallest cargo areas in its class even with the rear seats folded and the false cargo floor removed. Storage for small items is also limited with only three useful cubbies in the center console, two of which double as near-useless cupholders. The Honda HR-V, Jeep Renegade, and Subaru Crosstrek all offer more space for people and gear thanks to their superior interior packaging. Despite the added sound deadening for 2019, the CX-3’s cabin still gets excessively loud; there’s plenty of road and wind noise on the highway, and during passing maneuvers, the engine gets thrashy the higher it revs.

The Mazda Connect interface is best used with the knob because the 7.0-inch touchscreen is slow to respond and locks out when the vehicle is in motion. Functions like media, communications, and navigation require you to go through a few submenus to get to what you need, and voice commands take one too many steps to do simple tasks like making a call. Android Auto and Apple CarPlay are bundled as a dealer-installed accessory, and our tester did not have it installed. The seven-speaker Bose audio system is mediocre; it sounds muddled at low volumes and lacks the crispness of the unit found in the Nissan Kicks. FCA’s Uconnect and Hyundai/Kia’s Blue Link/UVO interfaces remain the best multimedia systems available because of their user-friendliness and quick response times.

As long as your active lifestyle excludes bulky equipment, going off-road, and more than two passengers (driver included), the CX-3 will serve you well. Its agility and size make it the ideal city and back-road companion, and its 29/34 mpg city/highway (27/32 mpg with all-wheel drive) EPA rating places it near the top of its class for fuel economy. The Mazda is one of the oldest crossovers in its class, but age has been good to the CX-3; it remains among the most stylish and engaging vehicles in a segment that continues to grow at a rapid pace.

Read our comparison of the Ford EcoSport, Hyundai Kona, and Nissan Kicks right here.

2019 Mazda CX-3 (Grand Touring FWD) BASE PRICE $26,720 PRICE AS TESTED $28,225 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.0L/148-hp/146-lb-ft DOHC 16-valve I-4 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 2,888 lb (61/39%) WHEELBASE 101.2 in LENGTH x WIDTH x HEIGHT 168.3 x 69.6 x 60.9 in 0-60 MPH 8.2 sec QUARTER MILE 16.3 sec @ 84.8 mph BRAKING, 60-0 MPH 118 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 29/34/31 mpg ENERGY CONS, CITY/HWY 116/99 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.62 lb/mile

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[jesusvasser]

First Drive: 2018 Kia Rio EX

BALTIMORE, Maryland—It’s raining hard on Interstate 95 South, visibility is poor, and an 18-wheeler with a heavy load is in front of us, drifting between the lane lines.

I was feeling a little uneasy while sitting behind the wheel of the all-new 2018 Kia Rio EX, but thankfully, help was on the way.

After putting the subcompact in sport mode, I stepped on the accelerator and away we went, easily passing the trucker on a five percent upgrade at about 65 mph.

I was impressed and relieved. The five-door hatchback from Kia may be small, but it can dart like a fox when you need it to.

The fourth-generation Rio is also available as a sedan, but today we are driving the hatchback with an automatic transmission and the range-topping EX launch edition trim, which is limited to 1000 units, according to Kia.

Aside from the top EX trim, the Rio will be available in LX and S trims as well when it goes on sale later in the year.

The list of standard safety features is pretty basic for a modern car. It includes six airbags, side impact door beams, electronic stability control, anti­lock brakes, and stability control.

Earlier in the day, Orth Hedrick, Kia’s VP of product planning, told us how the Rio’s structure makes use of high strength steel to help increase durability, collision test performance, and torsional stiffness for improved handling and ride quality.

The extra metal and special industrial adhesives help to reduce noise, vibration, and other sounds from the road, especially in the rear area of the hatchback.

Fortunately, aside from applying the ABS hard for a missed turn, we didn’t feel the need to test the rest of the car’s safety features. Despite its diminutive size, it feels safe on the highway, in the city, and on wet and slippery backroads.

“This is my daily driver. It’s easy to park and it’s also our number one seller,” Hedrick confesses. (Kia sold 18,699 Rios last year and 576,531 since its 2000 debut.)

“Rio makes significant improvements over its predecessor in design, technology, and passenger comfort, resulting in an even better value proposition, while raising the bar in the small car segment.”

For 2018, the Rio packs a tweaked 1.6­-liter four-cylinder engine that offers 130 hp and 119 lb-ft of torque. That’s 8 hp and 4 lb-ft of torque less than last year’s model. Power is delivered to the front wheels via a six-­speed manual or automatic transmission.

It won’t win many races, but the loss of horses helps bump up fuel economy an extra mile. The Rio is now rated at a decent 28/37 mpg city/highway for the automatic and 29/37 mpg city/highway for the manual version.

Compared to Kia’s Soul, the Rio appeals to more conservative tastes with its traditional hatchback body style, sweptback LED headlights, and redesigned tiger nose grille that resembles a recently slayed Dodge Dart’s mug. The Rio offers a more chiseled and aerodynamic design compared to the boxy Soul as well.

The Rio sedan has been lengthened to 172.6 inches from the outgoing model’s 172.0 inches, while the Rio 5­-door is now 160.0 inches long, up from 159.4 inches. Both also feature a longer wheelbase of 101.6 inches, up from 101.2 inches, and are also and wider compared to the outgoing models.

Kia fits the Rio with 15-­inch wheels, a fully independent MacPherson strut front suspension, and a torsion beam rear axle. Stopping power comes from 11-­inch disc brakes up front and drum brakes in the rear for the cheaper base models.

Fortunately, the EX model we tested gets 10.3-­inch rear disc brakes, and autonomous emergency braking is available as an option.

Inside, our EX tester received Launch Edition red trim—a nice touch for the simple and modern interior space. Horizontal lines run along the width of the dashboard and the center console offers a bi­level tray for phones.

The sedan’s passenger space is 89.9 cubic feet while the hatchback’s measures 90.5 cubic feet. Front occupants get more headroom, leg room, and shoulder room while those in the second row receive more leg­ and shoulder room—provided the driver or front passenger is no taller than 6’0”. The front seats are roomy enough to accommodate a 6’2” occupant but won’t leave any legroom for rear passengers.

Cargo room in the sedan sits at 13.7 cubic feet and grows to 17.4 cubic feet for the hatchback. With the seats folded down, the hatchback offers 32.8 cubic feet with a low and flat cargo floor to accommodate lots of cheap stuff.

On the tech front, there’s a standard six-­speaker stereo with satellite radio, five-inch touchscreen, and a rear­view camera system. The top-­tier EX trim gets a seven-inch floating touchscreen, UVO3 voice recognition infotainment system, and smartphone integration through Android Auto and Apple CarPlay. Pretty fancy stuff for the sub-compact class and all easy and very intuitive to use.

Overall, the 2018 Kia Rio is a good value for the budget conscious. It offers a mostly smooth, modern ride at a low price that’s hard to beat.

Both versions are built in Monterrey, Mexico and expected to arrive at dealerships in the late fall.

2018 Kia Rio EX Specifications ON SALE Fall 2017 PRICE $15,290/14,290 (manual hatchback base), $14,990/13,990 (manual sedan base), $18,900 (EX est) ENGINE 1.6L DOHC 16-valve four-cylinder/130 hp @6,300, 119 lb-ft @4,850 TRANSMISSION 6-speed automatic, 6-speed manual LAYOUT 4-door, 4-passenger, FWD hatchback/sedan EPA MILEAGE 28/37 mpg city/hwy, 29/37 mpg city/hwy (manual) L X W X H 160.0 x 67.7 x 57.1 in (hatchback); 172.6 x 67.7 x 57.1 in (sedan) WHEELBASE 101.6 in WEIGHT 2,714-2,648 lb 0-60 MPH Eventually TOP SPEED N/A

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[eddiejpoplar]

First Drive: 2018 Kia Rio EX

BALTIMORE, Maryland—It’s raining hard on Interstate 95 South, visibility is poor, and an 18-wheeler with a heavy load is in front of us, drifting between the lane lines.

I was feeling a little uneasy while sitting behind the wheel of the all-new 2018 Kia Rio EX, but thankfully, help was on the way.

After putting the subcompact in sport mode, I stepped on the accelerator and away we went, easily passing the trucker on a five percent upgrade at about 65 mph.

I was impressed and relieved. The five-door hatchback from Kia may be small, but it can dart like a fox when you need it to.

The fourth-generation Rio is also available as a sedan, but today we are driving the hatchback with an automatic transmission and the range-topping EX launch edition trim, which is limited to 1000 units, according to Kia.

Aside from the top EX trim, the Rio will be available in LX and S trims as well when it goes on sale later in the year.

The list of standard safety features is pretty basic for a modern car. It includes six airbags, side impact door beams, electronic stability control, anti­lock brakes, and stability control.

Earlier in the day, Orth Hedrick, Kia’s VP of product planning, told us how the Rio’s structure makes use of high strength steel to help increase durability, collision test performance, and torsional stiffness for improved handling and ride quality.

The extra metal and special industrial adhesives help to reduce noise, vibration, and other sounds from the road, especially in the rear area of the hatchback.

Fortunately, aside from applying the ABS hard for a missed turn, we didn’t feel the need to test the rest of the car’s safety features. Despite its diminutive size, it feels safe on the highway, in the city, and on wet and slippery backroads.

“This is my daily driver. It’s easy to park and it’s also our number one seller,” Hedrick confesses. (Kia sold 18,699 Rios last year and 576,531 since its 2000 debut.)

“Rio makes significant improvements over its predecessor in design, technology, and passenger comfort, resulting in an even better value proposition, while raising the bar in the small car segment.”

For 2018, the Rio packs a tweaked 1.6­-liter four-cylinder engine that offers 130 hp and 119 lb-ft of torque. That’s 8 hp and 4 lb-ft of torque less than last year’s model. Power is delivered to the front wheels via a six-­speed manual or automatic transmission.

It won’t win many races, but the loss of horses helps bump up fuel economy an extra mile. The Rio is now rated at a decent 28/37 mpg city/highway for the automatic and 29/37 mpg city/highway for the manual version.

Compared to Kia’s Soul, the Rio appeals to more conservative tastes with its traditional hatchback body style, sweptback LED headlights, and redesigned tiger nose grille that resembles a recently slayed Dodge Dart’s mug. The Rio offers a more chiseled and aerodynamic design compared to the boxy Soul as well.

The Rio sedan has been lengthened to 172.6 inches from the outgoing model’s 172.0 inches, while the Rio 5­-door is now 160.0 inches long, up from 159.4 inches. Both also feature a longer wheelbase of 101.6 inches, up from 101.2 inches, and are also and wider compared to the outgoing models.

Kia fits the Rio with 15-­inch wheels, a fully independent MacPherson strut front suspension, and a torsion beam rear axle. Stopping power comes from 11-­inch disc brakes up front and drum brakes in the rear for the cheaper base models.

Fortunately, the EX model we tested gets 10.3-­inch rear disc brakes, and autonomous emergency braking is available as an option.

Inside, our EX tester received Launch Edition red trim—a nice touch for the simple and modern interior space. Horizontal lines run along the width of the dashboard and the center console offers a bi­level tray for phones.

The sedan’s passenger space is 89.9 cubic feet while the hatchback’s measures 90.5 cubic feet. Front occupants get more headroom, leg room, and shoulder room while those in the second row receive more leg­ and shoulder room—provided the driver or front passenger is no taller than 6’0”. The front seats are roomy enough to accommodate a 6’2” occupant but won’t leave any legroom for rear passengers.

Cargo room in the sedan sits at 13.7 cubic feet and grows to 17.4 cubic feet for the hatchback. With the seats folded down, the hatchback offers 32.8 cubic feet with a low and flat cargo floor to accommodate lots of cheap stuff.

On the tech front, there’s a standard six-­speaker stereo with satellite radio, five-inch touchscreen, and a rear­view camera system. The top-­tier EX trim gets a seven-inch floating touchscreen, UVO3 voice recognition infotainment system, and smartphone integration through Android Auto and Apple CarPlay. Pretty fancy stuff for the sub-compact class and all easy and very intuitive to use.

Overall, the 2018 Kia Rio is a good value for the budget conscious. It offers a mostly smooth, modern ride at a low price that’s hard to beat.

Both versions are built in Monterrey, Mexico and expected to arrive at dealerships in the late fall.

2018 Kia Rio EX Specifications ON SALE Fall 2017 PRICE $15,290/14,290 (manual hatchback base), $14,990/13,990 (manual sedan base), $18,900 (EX est) ENGINE 1.6L DOHC 16-valve four-cylinder/130 hp @6,300, 119 lb-ft @4,850 TRANSMISSION 6-speed automatic, 6-speed manual LAYOUT 4-door, 4-passenger, FWD hatchback/sedan EPA MILEAGE 28/37 mpg city/hwy, 29/37 mpg city/hwy (manual) L X W X H 160.0 x 67.7 x 57.1 in (hatchback); 172.6 x 67.7 x 57.1 in (sedan) WHEELBASE 101.6 in WEIGHT 2,714-2,648 lb 0-60 MPH Eventually TOP SPEED N/A

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[jonathanbelloblog]

First Drive: 2018 Kia Rio EX

BALTIMORE, Maryland—It’s raining hard on Interstate 95 South, visibility is poor, and an 18-wheeler with a heavy load is in front of us, drifting between the lane lines.

I was feeling a little uneasy while sitting behind the wheel of the all-new 2018 Kia Rio EX, but thankfully, help was on the way.

After putting the subcompact in sport mode, I stepped on the accelerator and away we went, easily passing the trucker on a five percent upgrade at about 65 mph.

I was impressed and relieved. The five-door hatchback from Kia may be small, but it can dart like a fox when you need it to.

The fourth-generation Rio is also available as a sedan, but today we are driving the hatchback with an automatic transmission and the range-topping EX launch edition trim, which is limited to 1000 units, according to Kia.

Aside from the top EX trim, the Rio will be available in LX and S trims as well when it goes on sale later in the year.

The list of standard safety features is pretty basic for a modern car. It includes six airbags, side impact door beams, electronic stability control, anti­lock brakes, and stability control.

Earlier in the day, Orth Hedrick, Kia’s VP of product planning, told us how the Rio’s structure makes use of high strength steel to help increase durability, collision test performance, and torsional stiffness for improved handling and ride quality.

The extra metal and special industrial adhesives help to reduce noise, vibration, and other sounds from the road, especially in the rear area of the hatchback.

Fortunately, aside from applying the ABS hard for a missed turn, we didn’t feel the need to test the rest of the car’s safety features. Despite its diminutive size, it feels safe on the highway, in the city, and on wet and slippery backroads.

“This is my daily driver. It’s easy to park and it’s also our number one seller,” Hedrick confesses. (Kia sold 18,699 Rios last year and 576,531 since its 2000 debut.)

“Rio makes significant improvements over its predecessor in design, technology, and passenger comfort, resulting in an even better value proposition, while raising the bar in the small car segment.”

For 2018, the Rio packs a tweaked 1.6­-liter four-cylinder engine that offers 130 hp and 119 lb-ft of torque. That’s 8 hp and 4 lb-ft of torque less than last year’s model. Power is delivered to the front wheels via a six-­speed manual or automatic transmission.

It won’t win many races, but the loss of horses helps bump up fuel economy an extra mile. The Rio is now rated at a decent 28/37 mpg city/highway for the automatic and 29/37 mpg city/highway for the manual version.

Compared to Kia’s Soul, the Rio appeals to more conservative tastes with its traditional hatchback body style, sweptback LED headlights, and redesigned tiger nose grille that resembles a recently slayed Dodge Dart’s mug. The Rio offers a more chiseled and aerodynamic design compared to the boxy Soul as well.

The Rio sedan has been lengthened to 172.6 inches from the outgoing model’s 172.0 inches, while the Rio 5­-door is now 160.0 inches long, up from 159.4 inches. Both also feature a longer wheelbase of 101.6 inches, up from 101.2 inches, and are also and wider compared to the outgoing models.

Kia fits the Rio with 15-­inch wheels, a fully independent MacPherson strut front suspension, and a torsion beam rear axle. Stopping power comes from 11-­inch disc brakes up front and drum brakes in the rear for the cheaper base models.

Fortunately, the EX model we tested gets 10.3-­inch rear disc brakes, and autonomous emergency braking is available as an option.

Inside, our EX tester received Launch Edition red trim—a nice touch for the simple and modern interior space. Horizontal lines run along the width of the dashboard and the center console offers a bi­level tray for phones.

The sedan’s passenger space is 89.9 cubic feet while the hatchback’s measures 90.5 cubic feet. Front occupants get more headroom, leg room, and shoulder room while those in the second row receive more leg­ and shoulder room—provided the driver or front passenger is no taller than 6’0”. The front seats are roomy enough to accommodate a 6’2” occupant but won’t leave any legroom for rear passengers.

Cargo room in the sedan sits at 13.7 cubic feet and grows to 17.4 cubic feet for the hatchback. With the seats folded down, the hatchback offers 32.8 cubic feet with a low and flat cargo floor to accommodate lots of cheap stuff.

On the tech front, there’s a standard six-­speaker stereo with satellite radio, five-inch touchscreen, and a rear­view camera system. The top-­tier EX trim gets a seven-inch floating touchscreen, UVO3 voice recognition infotainment system, and smartphone integration through Android Auto and Apple CarPlay. Pretty fancy stuff for the sub-compact class and all easy and very intuitive to use.

Overall, the 2018 Kia Rio is a good value for the budget conscious. It offers a mostly smooth, modern ride at a low price that’s hard to beat.

Both versions are built in Monterrey, Mexico and expected to arrive at dealerships in the late fall.

2018 Kia Rio EX Specifications ON SALE Fall 2017 PRICE $15,290/14,290 (manual hatchback base), $14,990/13,990 (manual sedan base), $18,900 (EX est) ENGINE 1.6L DOHC 16-valve four-cylinder/130 hp @6,300, 119 lb-ft @4,850 TRANSMISSION 6-speed automatic, 6-speed manual LAYOUT 4-door, 4-passenger, FWD hatchback/sedan EPA MILEAGE 28/37 mpg city/hwy, 29/37 mpg city/hwy (manual) L X W X H 160.0 x 67.7 x 57.1 in (hatchback); 172.6 x 67.7 x 57.1 in (sedan) WHEELBASE 101.6 in WEIGHT 2,714-2,648 lb 0-60 MPH Eventually TOP SPEED N/A

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[prestotesting]

Falling Dart Impact Tester Supplier in India: Testing-Instruments

Testing-Instruments is a trusted and professional supplier of Falling Dart Impact Tester instruments in India and abroad. They offer a variety of testing instruments that are used to measure the impact resistance of plastic films and other flexible materials under specified conditions. The Falling Dart Impact Tester instruments work on the principle of dropping a hemispherical dart on a clamped specimen and observing the failure or damage caused by the impact. This test method is widely used in the plastic and packaging industries to evaluate the quality and durability of the materials. Testing-Instruments provides Falling Dart Impact Tester instruments that comply with international standards such as ASTM D1709, ISO 7765, and IS 2508.

Touch Screen Dart Impact Tester: This model has a touch screen display and a computer interface for easy operation and data transfer. It can measure the impact resistance at three different angles: 20°, 60°, and 85°. It also has a PID controller and a data logger for better control and analysis. Testing-Instruments has branches in Mumbai, Kolkata, Chennai, and Delhi^2^] and provides quality testing equipment at the best prices. You can visit their website to learn more about their products and services. Testing-Instruments is the best Falling Dart Impact Tester supplier in India for your testing needs.

Know More -- https://www.testing-instruments.com/dart-impact-tester-robo-2-0/

[prestotesting]

Get best quality dart impact tester for plastic

In the packaging industry, one needs to take care of several factors like product strength, durability, and worthiness against freely falling darts. The packaging products like plastic films, laminates, and composite sheets will be tested against different forces to test their durability. Thus, to make sure that your plastic films will withstand these freely falling darts, you can easily make use of a lab testing instrument known as a dart impact tester. In the packaging industry, one needs to take care of several factors like product strength, durability, and worthiness against freely falling darts. The packaging products like plastic films, laminates, and composite sheets will be tested against different forces to test their durability. Thus, to make sure that your plastic films will withstand these freely falling darts, you can easily make use of a lab testing instrument known as a dart impact tester for plastic. If you want to know more about this testing instrument, like dart impact tester price, features or technical specifications then give us a call at +91 9210903903 or email us at info@prestogroup.com.

[graysonworld]

[graysonworld]

Purchase The Outstanding Dart Impact Tester At The Best Price

Today there is a great demand for lab testing equipment and instruments. Pick out the top-rated Dart Impact tester which is highly in requirement. The online platform has expanded dramatically and purchasing any item has become so convenient. 

[prestotesting]

What Is a Dart Impact Tester? Its Applications & Working Module!

Advanced Technical Features in Dart Impact Tester by Presto

A Dart Impact tester or Dart Drop Tester is a lab testing instrument that is used to measure the Impact Resistance of Plastic film, Coated paper, and Composite sheets. The dart weight expresses the energy required to tear or puncture the test specimen. This method is also known as the Free Falling Dart Impact test.

Here, Presto Stantest presents Drop Dart Impact Tester with quality assurance. This testing instrument by Presto helps to determine the energy that causes impact from a free-falling dart on thin materials such as plastic film, paper, etc. To know the competitive Dart Impact Tester price in India, contact us at 9210 903 903 or you can mail us your query at info@prestogroup.com.

How does it work?

In this test procedure, a sample clamp is used for an easy grip and security of the specimen. It helps in ease of operation. In addition, the Dart impact tester provides a dual clamping sequence for better performance. In the first phase, low pressure is utilized to safely clamp the sample. In the next phase, the automatic dart release completes the test process.

The company possesses decades of working experience in testing instruments manufacturing. Hence, it is well aware of the requirements in various testing machines. Therefore, to meet the need for the dart Impact test, the company came up with advanced technical features that are as follows.

Meets Global Standards of ASTM 01709 for Dart Impact Testing of Plastic Film

Easy to use, Manual assisted Operating system

Portable and expandable clamps

Customized items and weights are available as per the requirement of the customer.

Affordable and economically priced.

Ensure the best quality test with Presto’s Dart Impact Tester. For any assistance or query.

[robertkstone]

First Drive: 2018 Kia Rio EX

BALTIMORE, Maryland—It’s raining hard on Interstate 95 South, visibility is poor, and an 18-wheeler with a heavy load is in front of us, drifting between the lane lines.

I was feeling a little uneasy while sitting behind the wheel of the all-new 2018 Kia Rio EX, but thankfully, help was on the way.

After putting the subcompact in sport mode, I stepped on the accelerator and away we went, easily passing the trucker on a five percent upgrade at about 65 mph.

I was impressed and relieved. The five-door hatchback from Kia may be small, but it can dart like a fox when you need it to.

The fourth-generation Rio is also available as a sedan, but today we are driving the hatchback with an automatic transmission and the range-topping EX launch edition trim, which is limited to 1000 units, according to Kia.

Aside from the top EX trim, the Rio will be available in LX and S trims as well when it goes on sale later in the year.

The list of standard safety features is pretty basic for a modern car. It includes six airbags, side impact door beams, electronic stability control, anti­lock brakes, and stability control.

Earlier in the day, Orth Hedrick, Kia’s VP of product planning, told us how the Rio’s structure makes use of high strength steel to help increase durability, collision test performance, and torsional stiffness for improved handling and ride quality.

The extra metal and special industrial adhesives help to reduce noise, vibration, and other sounds from the road, especially in the rear area of the hatchback.

Fortunately, aside from applying the ABS hard for a missed turn, we didn’t feel the need to test the rest of the car’s safety features. Despite its diminutive size, it feels safe on the highway, in the city, and on wet and slippery backroads.

“This is my daily driver. It’s easy to park and it’s also our number one seller,” Hedrick confesses. (Kia sold 18,699 Rios last year and 576,531 since its 2000 debut.)

“Rio makes significant improvements over its predecessor in design, technology, and passenger comfort, resulting in an even better value proposition, while raising the bar in the small car segment.”

For 2018, the Rio packs a tweaked 1.6­-liter four-cylinder engine that offers 130 hp and 119 lb-ft of torque. That’s 8 hp and 4 lb-ft of torque less than last year’s model. Power is delivered to the front wheels via a six-­speed manual or automatic transmission.

It won’t win many races, but the loss of horses helps bump up fuel economy an extra mile. The Rio is now rated at a decent 28/37 mpg city/highway for the automatic and 29/37 mpg city/highway for the manual version.

Compared to Kia’s Soul, the Rio appeals to more conservative tastes with its traditional hatchback body style, sweptback LED headlights, and redesigned tiger nose grille that resembles a recently slayed Dodge Dart’s mug. The Rio offers a more chiseled and aerodynamic design compared to the boxy Soul as well.

The Rio sedan has been lengthened to 172.6 inches from the outgoing model’s 172.0 inches, while the Rio 5­-door is now 160.0 inches long, up from 159.4 inches. Both also feature a longer wheelbase of 101.6 inches, up from 101.2 inches, and are also and wider compared to the outgoing models.

Kia fits the Rio with 15-­inch wheels, a fully independent MacPherson strut front suspension, and a torsion beam rear axle. Stopping power comes from 11-­inch disc brakes up front and drum brakes in the rear for the cheaper base models.

Fortunately, the EX model we tested gets 10.3-­inch rear disc brakes, and autonomous emergency braking is available as an option.

Inside, our EX tester received Launch Edition red trim—a nice touch for the simple and modern interior space. Horizontal lines run along the width of the dashboard and the center console offers a bi­level tray for phones.

The sedan’s passenger space is 89.9 cubic feet while the hatchback’s measures 90.5 cubic feet. Front occupants get more headroom, leg room, and shoulder room while those in the second row receive more leg­ and shoulder room—provided the driver or front passenger is no taller than 6’0”. The front seats are roomy enough to accommodate a 6’2” occupant but won’t leave any legroom for rear passengers.

Cargo room in the sedan sits at 13.7 cubic feet and grows to 17.4 cubic feet for the hatchback. With the seats folded down, the hatchback offers 32.8 cubic feet with a low and flat cargo floor to accommodate lots of cheap stuff.

On the tech front, there’s a standard six-­speaker stereo with satellite radio, five-inch touchscreen, and a rear­view camera system. The top-­tier EX trim gets a seven-inch floating touchscreen, UVO3 voice recognition infotainment system, and smartphone integration through Android Auto and Apple CarPlay. Pretty fancy stuff for the sub-compact class and all easy and very intuitive to use.

Overall, the 2018 Kia Rio is a good value for the budget conscious. It offers a mostly smooth, modern ride at a low price that’s hard to beat.

Both versions are built in Monterrey, Mexico and expected to arrive at dealerships in the late fall.

2018 Kia Rio EX Specifications ON SALE Fall 2017 PRICE $15,290/14,290 (manual hatchback base), $14,990/13,990 (manual sedan base), $18,900 (EX est) ENGINE 1.6L DOHC 16-valve four-cylinder/130 hp @6,300, 119 lb-ft @4,850 TRANSMISSION 6-speed automatic, 6-speed manual LAYOUT 4-door, 4-passenger, FWD hatchback/sedan EPA MILEAGE 28/37 mpg city/hwy, 29/37 mpg city/hwy (manual) L X W X H 160.0 x 67.7 x 57.1 in (hatchback); 172.6 x 67.7 x 57.1 in (sedan) WHEELBASE 101.6 in WEIGHT 2,714-2,648 lb 0-60 MPH Eventually TOP SPEED N/A

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First Drive: 2018 Kia Rio EX

BALTIMORE, Maryland—It’s raining hard on Interstate 95 South, visibility is poor, and an 18-wheeler with a heavy load is in front of us, drifting between the lane lines.

I was feeling a little uneasy while sitting behind the wheel of the all-new 2018 Kia Rio EX, but thankfully, help was on the way.

After putting the subcompact in sport mode, I stepped on the accelerator and away we went, easily passing the trucker on a five percent upgrade at about 65 mph.

I was impressed and relieved. The five-door hatchback from Kia may be small, but it can dart like a fox when you need it to.

The fourth-generation Rio is also available as a sedan, but today we are driving the hatchback with an automatic transmission and the range-topping EX launch edition trim, which is limited to 1000 units, according to Kia.

Aside from the top EX trim, the Rio will be available in LX and S trims as well when it goes on sale later in the year.

The list of standard safety features is pretty basic for a modern car. It includes six airbags, side impact door beams, electronic stability control, anti­lock brakes, and stability control.

Earlier in the day, Orth Hedrick, Kia’s VP of product planning, told us how the Rio’s structure makes use of high strength steel to help increase durability, collision test performance, and torsional stiffness for improved handling and ride quality.

The extra metal and special industrial adhesives help to reduce noise, vibration, and other sounds from the road, especially in the rear area of the hatchback.

Fortunately, aside from applying the ABS hard for a missed turn, we didn’t feel the need to test the rest of the car’s safety features. Despite its diminutive size, it feels safe on the highway, in the city, and on wet and slippery backroads.

“This is my daily driver. It’s easy to park and it’s also our number one seller,” Hedrick confesses. (Kia sold 18,699 Rios last year and 576,531 since its 2000 debut.)

“Rio makes significant improvements over its predecessor in design, technology, and passenger comfort, resulting in an even better value proposition, while raising the bar in the small car segment.”

For 2018, the Rio packs a tweaked 1.6­-liter four-cylinder engine that offers 130 hp and 119 lb-ft of torque. That’s 8 hp and 4 lb-ft of torque less than last year’s model. Power is delivered to the front wheels via a six-­speed manual or automatic transmission.

It won’t win many races, but the loss of horses helps bump up fuel economy an extra mile. The Rio is now rated at a decent 28/37 mpg city/highway for the automatic and 29/37 mpg city/highway for the manual version.

Compared to Kia’s Soul, the Rio appeals to more conservative tastes with its traditional hatchback body style, sweptback LED headlights, and redesigned tiger nose grille that resembles a recently slayed Dodge Dart’s mug. The Rio offers a more chiseled and aerodynamic design compared to the boxy Soul as well.

The Rio sedan has been lengthened to 172.6 inches from the outgoing model’s 172.0 inches, while the Rio 5­-door is now 160.0 inches long, up from 159.4 inches. Both also feature a longer wheelbase of 101.6 inches, up from 101.2 inches, and are also and wider compared to the outgoing models.

Kia fits the Rio with 15-­inch wheels, a fully independent MacPherson strut front suspension, and a torsion beam rear axle. Stopping power comes from 11-­inch disc brakes up front and drum brakes in the rear for the cheaper base models.

Fortunately, the EX model we tested gets 10.3-­inch rear disc brakes, and autonomous emergency braking is available as an option.

Inside, our EX tester received Launch Edition red trim—a nice touch for the simple and modern interior space. Horizontal lines run along the width of the dashboard and the center console offers a bi­level tray for phones.

The sedan’s passenger space is 89.9 cubic feet while the hatchback’s measures 90.5 cubic feet. Front occupants get more headroom, leg room, and shoulder room while those in the second row receive more leg­ and shoulder room—provided the driver or front passenger is no taller than 6’0”. The front seats are roomy enough to accommodate a 6’2” occupant but won’t leave any legroom for rear passengers.

Cargo room in the sedan sits at 13.7 cubic feet and grows to 17.4 cubic feet for the hatchback. With the seats folded down, the hatchback offers 32.8 cubic feet with a low and flat cargo floor to accommodate lots of cheap stuff.

On the tech front, there’s a standard six-­speaker stereo with satellite radio, five-inch touchscreen, and a rear­view camera system. The top-­tier EX trim gets a seven-inch floating touchscreen, UVO3 voice recognition infotainment system, and smartphone integration through Android Auto and Apple CarPlay. Pretty fancy stuff for the sub-compact class and all easy and very intuitive to use.

Overall, the 2018 Kia Rio is a good value for the budget conscious. It offers a mostly smooth, modern ride at a low price that’s hard to beat.

Both versions are built in Monterrey, Mexico and expected to arrive at dealerships in the late fall.

2018 Kia Rio EX Specifications ON SALE Fall 2017 PRICE $15,290/14,290 (manual hatchback base), $14,990/13,990 (manual sedan base), $18,900 (EX est) ENGINE 1.6L DOHC 16-valve four-cylinder/130 hp @6,300, 119 lb-ft @4,850 TRANSMISSION 6-speed automatic, 6-speed manual LAYOUT 4-door, 4-passenger, FWD hatchback/sedan EPA MILEAGE 28/37 mpg city/hwy, 29/37 mpg city/hwy (manual) L X W X H 160.0 x 67.7 x 57.1 in (hatchback); 172.6 x 67.7 x 57.1 in (sedan) WHEELBASE 101.6 in WEIGHT 2,714-2,648 lb 0-60 MPH Eventually TOP SPEED N/A

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