#load cell vs force sensor

[optimaweightech23]

Load cells and force sensors have differences in their purpose, accuracy, application, and construction. We have covered their types, so be sure to read it.

[abdelodev]

Dog Myths VS Facts: Can You Guess?

When it comes to our canine companions, there’s a lot of information floating around out there. But what’s a myth and what is actually fact? Read on for some things that may surprise you!

1. You can’t teach an old dog new tricks.

Myth: Not only can you teach an old dog new tricks, but he may even learn quicker than a feisty younger pup. Older dogs are usually calmer, more settled in their ways, welcome the extra attention, and very much want to please you. So grab some treats and teach aging Fido a new trick or two.

2. A dogs mouth is cleaner than a humans mouth.

Myth: Um … no. It’s true that we humans don’t generally catch stuff from getting drowned in doggy kisses, but it’s not because Fido doesn’t have a mouth full of germs (because he does). Dogs have about 600 various bacterial strains in their mouths (as do we humans). The difference is that most canine germs are not compatible with humans, so we normally don’t get sick from them. Notice that I said most — not all. There are definitely some germs that can, and do, pass from dogs to humans, which can range from very mild to severe. Keep this in mind, especially if anyone in your household has a compromised immune system.

3. My dog’s nose is dry so he must be sick.

Myth: Just because your pooch has a warm, dry nose doesn’t mean he’s sick. In fact, you’ll see the temperature and moisture level change throughout the day. For example, you may notice your dog’s nose is dryer when he first wakes up from a nap. That’s partly due to the drop in body temperature, and partly because he has not been licking it while he was asleep. A few other reasons your dog’s nose may be dry: he may be dehydrated or he may have a little sunburn.

The same holds true about a cool, moist nose. It’s not a total measure of health. Moist noses could mean your dog is putting his nose to good use (because when dogs follow a specific scent, their nose develops a thin layer of moist mucus) or it could possibly be runny from respiratory illness.

4. A wagging tail means a happy dog.

Myth: A wagging tail can have many meanings and not all of them are friendly. Dogs communicate with their tails. Positioning, postures, and facial expressions can give you big clues as to your pup’s current state of mind. I’ve written an entire article on the subject — click here to check it out!

5. Every year in a dog’s life is equal to seven human years.

Myth: If only it were that simple! But, of course, it’s not. Dogs do age much quicker than humans, but not at the very familiar 1:7 ratio. Where this rule came from is unknown, but it did originate sometime in the 1950s. At that time the average canine lived for approximately 10 years and the average human for 70 years—hence: 1:7.

During a dog’s first year of life, he actually ages more than twice that number. Check out this AKC infographic to see how the researchers break down canine aging. You’ll see that the size of a dog plays a big part in the aging process. Click here to read it.

6. Dogs are colorblind and can only see black and white.

Myth: No, dogs are not colorblind. Although they don’t see the rainbow in the same vibrant way we do, they do see it in color. Being able to visualize color all comes down to specialized cells in the eyes called cones. Humans and canines both have cones, but we humans have lots more of them. To see how your dog sees color check out my article! You’ll find a graphic there so you can see exactly how Fido sees color.

7. Dogs are as smart as a 2-year-old toddler.

Fact: Believe it or not, this is actually true. Well, Fido might not be ready to sign up for preschool, but studies have proven that he can learn as many words as a toddler. Take the time to work with your pooch and he might surprise you … a lot! Check out my article titled, “How Many Words Can A Dog Understand”. According to psychologist Stanley Coren,

“The average dog can learn 165 words and dogs in the top 20 percent of dog intelligence can learn 250 words.”

8. Dogs sleep curled up in a ball to keep their organs safe.

Fact: Curling up in a ball to tuck in for a good night’s sleep is actually a throwback to their wild ancestors. It was their way of staying safe and protecting themselves from predators. Sleeping curled up protects vital organs, keeps Fido warm, snuggly, and feeling safe. Find out more about dog sleeping positions here!

9. Puppies are born blind and deaf.

Fact: Yep, puppies are actually born blind and deaf. Their eyes are not fully developed at birth and remain tightly closed. It’s the same with their ear canals. A puppy’s ear canals and eyes will open in approximately two to three weeks. Meanwhile, these little cuties have to maneuver around purely by scent. They rely solely on their noses to find their mama so they can nurse and snuggle.

10. No two dogs have the same nose print.

Fact: I’m unique, you’re unique, and Fido is unique too! That’s right! Just like no two humans have the same fingerprints, there are no two dogs that have the same nose prints. And that’s a fact!

11. A dog can suffer foot damage if his nails are kept too long.

Fact. If you hear your dog’s nails tapping on the floor when he walks then it’s definitely time to grab the clippers and trim those nails. When a dog’s nails tap on hard surfaces, it pushes their nails back up into their nail beds, which can be extremely painful. Not only can it put pressure on the toe joints, but it could also force the toe to twist to the side, resulting in soreness or even arthritis.

If you’re a little timid about cutting your pooch’s nails, you’re not alone (especially if your dog has black nails where you can’t see the quick). Check out my article on How To Cut Nails Without Being Afraid.

12. Dogs use their whiskers to sense the world around them.

Fact: Yep, you can think of a dog’s whiskers (also known as vibrissae) as little sensors that help him navigate the world. Those coarse long hairs that protrude from Fido’s face and muzzle are loaded with sensory nerves at the base of the follicles. These specialized sensory neurons send messages to the brain so your pooch will be able to assess what’s safe or dangerous while maneuvering through his environment. So, what happens to dogs that don’t have their whiskers? According to Kimberly Alt from caninejournal.com:

“If your dog’s whiskers are cut off, it can interfere with their ability to navigate their surroundings. Your dog may run into more items and be more susceptible to getting injured. The removal of a dog’s whiskers can be uncomfortable and stressful for them.”

13. Normal body temperature for a dog can be as high as 102º.

Fact: For humans, our normal body temperature is roughly 98.6º F. Knowing that, it would seem like 102º is pretty hot. But it’s actually not for Fido. Normal body temperature for a pooch can range from 101 to 102.5º. So, if your pooch feels hot to you, it’s because he is naturally hotter than you. But not to worry, he doesn’t have a fever – it’s perfectly normal. Above 102.5º would be considered a fever and a trip to the veterinarian would definitely be in order at that point.

14. Paul McCartney in his hit song “A Day In The Life” included a high-pitched dog whistle sound at the end of the recording.

Fact: If you’re ever playing the Beatles Sergeant Pepper Album and you’re sitting with your dog, play the last song on the album called A Day In The Life. At the end of the song, keep an eye on your pooch. Yes, I have tried it with my dog! And yes, her big ears perked right up!

15. Look at him, he looks so guilty. He knows what he did!

Myth: Oh, how many times have we heard this or even said it? Well, it’s actually a myth. Your dog is not looking guilty. Rather, that look on his face is more than likely a reaction to you as you yell at him and shake your finger in his face. He’s confused and maybe even afraid. Dogs live in the moment so whatever he did earlier when you didn’t see him, it’s time to move on.

16. Just like a human baby, a Chihuahua is born with a soft spot at the top of his head.

Fact. Yes, this is true. Just like a human infant, a Chihuahua has a soft spot called a molera. The opening is formed where the parietal and frontal bones have not yet fused together. The opening should close within one to four months. It should be noted, though, that for some dogs the plates never pull together and close. For these dogs, precautions should be taken to protect against head injury.

17. If you are just quickly running into the store it’s okay to crack the car window and leave Fido in the car.

Myth: No, no, no…never! It’s recommended to never leave your dog unattended in a car. In winter it’s too cold and in summer the rising temperature in a car can turn deadly in minutes. Please take a minute to read my article on this subject and you can watch Dr. Ernie Ward, a famous veterinarian who’s appeared on Animal Planet, as he shows you exactly what happens in a hot car.

18. Adopting shelter dogs are a problem.

Myth: Any dog (or person for that matter) could be a problem — you just never know. But just because a dog is in a shelter doesn’t mean he’s trouble. Many of these pooches were family dogs who, for some reason, were dropped off. Sometimes people get down on their luck and can no longer keep their pets. It could be for financial reasons, maybe a move where they can’t take the dog with them, illness, or maybe they just never knew what to do with a dog. In any case, we can’t change what was, but, hopefully, we can change what’s going to be. If you’re thinking of adopting, don’t let this myth scare you away. Your shelter dog will probably need a little more TLC because he’s probably been through a lot, but he may also be way more appreciative that you cared enough to take him home.

If you’re looking to adopt and don’t know where to start, Petfinder is a great place to begin. They have lists of shelter dogs from coast to coast. You can search by, breed, age group, and sex. The website also has tons of valuable articles and content.

19. All breeders are irresponsible.

Myth: After talking about shelter dogs, I felt it necessary to touch onto the subject of buying a dog. I don’t usually delve into anything controversial on this blog, but I felt I would be remiss not to add this. I don’t quite know how, when, or why breeders have become the devil. Responsible breeders and breed clubs maintain a vested interest in the health and welfare of a breed. They work to make sure that quality standards are maintained. Breeders and breed clubs were actually some of the first rescuers.

I would definitely advise not buying a dog from any backyard breeder, pet store, or classified ad like Craigslist. Responsible breeders do not sell their dogs to pet stores or on Craigslist. But if you want a certain breed of purebred dog, and want a puppy, you should never be made to feel like you’re doing something wrong. A good place to begin a search is at the AKC website. You can find breeder referrals, all kinds of breed information, articles, and advice. It should also be noted that the AKC has been the go-to resource for all things dog since 1884.

20. Dog is man’s best friend.

Fact: You bet he his. It turns out that the research is in. Studies have shown that oxytocin, also known as the bonding hormone, is not only at work in us humans, but it has its effects on Fido as well. Just as a mother looks into her newborn infant’s eyes and bonds, that same hormonal response has been documented to happen between dog parent and dog. According to sciencemag.org, canine cognition expert Brian Hare of Duke University said:

“It’s an incredible finding that suggests that dogs have hijacked the human bonding system.”

[jumph4x]

Tuning AFR With Bazzaz

It was time for another round of fine-tuning the fueling on my bike, so I decided to take the time to note some good practices for those who may be new to this.

Fueling Piggybacks

Bazzaz and Power Commander represent a class of bike fueling controllers that depend on the factory ECU to do the majority of the work and sit on it's back, making small adjustments to it's output. In terms of wiring this looks like inline filtering. Coils can also be filtered like this, in Bazzaz's case for TC and QS, but the main benefit of a piggyback is the fueling map, so we're taking interest in injector pulse width here.

Exhibit A (factory): [ECU] ---> factory wiring harness ---> [injector]

Exhibit B (piggyback inline filtering): [ECU] ---> factory wiring harness --> piggyback wiring harness --> [Piggyback ECU] --> piggyback wiring harness --> [injector]

Usually accompanied with a wideband oxygen sensor (a sensor that signals not only if the mixture is rich or lean, but also [B]by how much[/B]), these systems can create 2D maps to hit the desired fueling mixtures, using a logging-based feedback loop. On Power Commander there may now be actual realtime loops, as well as timing adjustment.

Operation Principle For the feedback loop to work correctly, the factory pulse width variance must be locked down, so factory oxygen sensors are replaced with static resistors. For bikes with secondary air injection systems, those ports are blocked off to limit fresh O2 entering the downstream. Once the parameters are locked down, aside from the narrow atmospheric pressure or air temperature deltas, the factory ECU will operate consistently. Proper grounding of the ECU, the piggyback ECU, the resistors and subsequently the wideband O2 sensor is of paramount importance, as impedance will be used to determine fuel trim.

The fundamental method of operation is to use low latency IC electronics to intercept the injector pulse signal. For parts of the map that require more fuel, the IC will immediately send the pulse back out to the output for the injector, but once the factory pulse has stopped, the piggyback will elongate the signal the injector is receiving, keeping the injector open longer, delivering a larger volume of fuel.

Exhibit C and D (factory pulse width VS piggback enriched signal):

----[ ]---- ----[ ]-

For leaning out parts of the map the idea is the same, but since there is no way to know when the injector pulse end from the factory ECU, the piggyback controller instead shaves off the leading edge of the pulse by a predetermined millisecond amount.

Exhibit E and F (factory pulse width VS piggback lean signal):

----[ ]---- ------[ ]----

Good Practices

I have spent what seems now like over a hundred hours tuning the fueling my 1290 Superduke across two different engines, and while this is common knowledge to a lot of tuners, I want to save some of you time and expensive troubleshooting. There are a couple of main areas to pay attention to:

The Baseline

Make sure the bike is in good running order, the following factors will all affect your AFR (air fuel ratios) 1. Clean air filter - no brainer 2. Clean fuel filter - most pumps are easy to get to 3. Well running fuel pump - needs to build correct PSI and maintain it 4. Cleaned, flowed and balanced injectors - at about $18 a pop plus shipping from InjectorRX, it is cheap and effective insurance 5. Freshly adjusted valves - shoot for looser end of OE range as valves will tighten with time 6. Good grounding points - especially on piggyback, factory O2 sensor resistors 7. Check for intake vacuum leaks - inspect rubber throttle body mounts, especially. You are looking for leaks after the TB and before the combustion chamber (unmetered air) 8. Check for secondary air leaks - make sure no oxygen is entering or exhaust gases leaving between the chamber and the O2 wideband

The Process

Measuring and adjusting the fueling with a wideband is not too difficult, but requires patience and diligence. 1. Make sure the ambient air conditions are similar, ideally same. This includes moisture, pressure (or elevation) and temperature. Any factor that affects the oxygen density per unit volume matters. In the Bay Area this will rarely be an actual problem. 2. The dimensions you're working with are RPM range and load range (or a close approximation, like throttle opening percentage). To get a good map, you will want to cover this wide range from start to finish, but stop short of lugging the engine at low RPM, not all cells of the map are ever going to (or should) be visited by the factory ECU. 3. The wideband sensor should defer logging data until it's warmed up automatically. 4. The best way to get good data is to change the load and RPM very slowly, so system latencies have minimum effect and conditions like over-run do not have time to happen. Similarly, avoid traction control, wheelie control, quickshifter, rev-limiter and such from engaging. All of these will alter injector pulse or cut spark and that will affect your readings. 5. Your rear brake is a way to create load without breaking any Mexican speed limits, if you do not have access to a dyno. Check to ensure you have fresh rear pads, you will be surprised how fast those disappear when there's consstently a lot of heat in them, especially with something like my bike that develops 100 ft-lbs of torque. 6. Combined with the previous 2 points, this follows: the best way to get good clean data is on the dyno, in my experience. Second best is on the highway somewhere in Mexico, third best is on the track or on the street.

The Adjustment

If you're not using Power Commander realtime autotune, or if you're working with a real tuner, you will need to do the aiming yourself. 1. Develop an idea of target AFRs. To keep things straightforward you may want to pick one value for the entire map. As you experiment with that value, you will likely want to change it progressively from low-load to high-load. For shitty motors or weird cases, you will find area in the low or high RPM range where you will want to adjust it further. Different fuels will have different air requirements, the following assumes premium pump gas. ICE develop their best power somewhere in the range of 12-13.7, however, you will find that throttle response can be wildly different within it. As can be longtail reliability. Richer end (12 units of air per unit of liquid fuel) tends to work well for stressed or endurance engines, think sustained load during racing, forced induction engines, air cooled engines - it will make the combustion cooler. Also it happens to provide the smoothest, even if at times delayed throttle response. The leaner end of things (13.7 AFR) will give you snappier and jerkier throttle response and will make the combustion chamber and exhaust gases a bit hotter.

In my particular case, I use a 1-dimensional gradient across the load axis on my 2015 Superduke R 1301cc engine. I start at 13.4 AFR all the way at the bottom of 0-4% opening and use that AFR all the way until 50% load. From 50% load to 100% load I enrich it progressively from 13.4 AFR to 12.8 AFR. This suits my reliability and throttle response preferences. 2. Your software will want to tell you what you should adjust the fuel map to (automatically) to hit the desired AFR. I do not have good luck with this guesses process because for some reason for me it always ends up being an over-correction oscillation dance that would eventually converge. What I do instead is approach the desired AFR in steps. So if the software math is saying to enrich by 10 points, I will generally enrich by 5 points, then go out and measure again. 3. Discard any obvious outliers. No good fuel map and engine will have sudden jumps in fueling requirements. If you see dramatically lean values (sudden jumps from 13 AFR to 14 and lower), the engine may have cut spark, cut fuel or you hit an over-run condition. Do not touch the affected cells, go out and re-measure again. 4. In my case, Bazzaz does not collect data for the lowest tier of throttle load (0-4% range), the bottom most row. For extra exhaust pops, extra smooth on\off throttle transitions and reduced engine braking, I like to manually enrich this row to half of what the next row up is, numerically speaking. 5. The general wisdom is: if something looks weird, ignore the data and re-measure. When it doubts, make adjustments small, not larger. When on the fence, especially in high load parts of the map, go a little bit richer - it's safer for throttle inputs and for engine longevity. 6. With time you will start developing good intuition: you will notice the engine sounds differently when it's too rich, you will notice how twitchy the throttle is during lean condition.

The Debrief

Write down what you did and how you did it. Something will happen to your bike and you will want to know what our baseline represents. This can be injectors clogging, you experimenting with different plugs, you upgrading intake or exhaust or simply doing your valves. 1. Wideband oxygen sensors have limited life. Take the unit off your bike including supporting logging module and wiring harness. Save it for later. 2. Create a folder structure for that day's tuning resulting map. Note the target AFRs, note the atmospheric conditions, not the mileage and what your valves were set to. 3. If you have previous maps, do a map delta comparison to ensure the adjustments make sense. You can spot deteriorating valve clearances, dirty air filter, fouled plugs, bad injector spray pattern or a faulty oxygen sensor early this way.

Bonus Round

If you use Bazzaz and you get into this, you will likely burn up their oxygen sensor over the long run. Do not rush to give them $150 plus S\H for a new one. Their systems are based on industry standard Bosch 4.2 (closed air cell system) and Bosch 4.9 (new gen) wideband tuning technology. Standard off the shelf sensors will work, but ensure to match the connector.

In my case, I use the 4.2 system and I verified that Bosch 17018, is in fact, correct. At the time of me writing this it was $67 on Amazon and was Original Equipment part for some Subarus. Bazzaz themselves order these oxygen sensors in bulk from a third party supplier that does not stamp or mark them, making that whole hunt a huge pain in the ass for me, but I confirmed my findings with a Bazzaz tech. So save your valuable time and money.

Incomplete list of sources:

AutoSpeed - Tuning Air/Fuel Ratios http://www.autospeed.com/cms/article.html?&title=Tuning-AirFuel-Ratios&A=1595

Master Engine Tuner - Air-Fuel Ratio Tuning Tips http://www.masterenginetuner.com/air-fuel-ratio-tuning-tips.html

Amazon - Bosch 17018 4.2 LSU https://www.amazon.com/gp/product/B000BZL0LC/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1

KTM 1290 SMR - My dope bike if you haven't seen it https://www.1290smr.com/

[carpostnet]

Grand i10 Nios vs Swift vs Figo: Hyundai’s new hatchback takes on rivals from Maruti and Ford

20th Nov 2019 6:00 am

The Grand i10 Nios takes small however vital steps to maneuver the sport ahead on this class. We deliver alongside its two closest rivals to see if it could greatest them.

We stated in our first drive of this Grand i10 Nios that it was fairly refreshing to see a new hatchback after a protracted spell of nothing however crossovers and SUVs, and now that we’ve introduced in its two essential rivals for a comparability check, I’m reminded of why we like them a lot. When you consider it, these vehicles provide not a lot much less by the use of practicality, consolation and options than most sub-four-metre ‘SUVs’, and if something, they’re extra enjoyable to drive and, to not point out, cheaper. So, let’s measurement them up, lets? The Grand i10 Nios – longer in identify, not that a lot greater in measurement, however with a extra upmarket inside. The Figo – the quintessential driver’s selection, the oldest of this bunch generationally, however with just a few tips up its sleeve but. And lastly, the Swift – which, for some purpose, Maruti says isn’t a rival for the Nios (we beg to vary) – is the one to beat on the gross sales charts. Though it’s not fairly the firecracker its forebears had been, remains to be a power to be reckoned with.

  Feel-Good Factor

One of Hyundai’s perennial strengths has all the time been its interiors, and that’s true right here too. The Nios inside feels actually particular, with wealthy plastics (for probably the most half; you’ll nonetheless discover the odd primary bit) and a design that simply wows you with its myriad colors and textures. Though the sunshine shade seems to be prefer it would possibly catch stains fairly quickly, there’s little question it provides a premium really feel. Things I notably like are the rotary air vents, the large binnacle that homes the touchscreen and instrument cluster (although it cuts into your view ahead barely) and the wealthy material upholstery. In true Hyundai ‘tall boy’ vogue, you’re sat fairly excessive up within the driver’s seat.

The Nios’ inside design and high quality feels a reduce above the remaining and provides a premium really feel.

The view ahead from the Swift’s driver’s seat is of a pair of racy hooded dials seen by the rim of a flat-bottom steering wheel, and in case your view out is impeded, it’s since you’re meant to sit down low for that sporty really feel (there’s top regulate on all these vehicles, after all). The dashboard is extensive and raked again with an all-black theme, with just a few gray accents livening it up. The seats are extensive (although a bit mushy) and have beneficiant aspect bolstering to carry you in place. Plastic high quality is sweet, however on the similar time there’s nothing in right here that wows you.

Swift cabin is the sportiest in design and is sensible too.

The Figo, too, has an all-black inside, however on this range-topping Titanium Blu variant, there are neat blue accents and touches of chrome to liven issues up. The driving place right here is sporty too, with a compact, chunky steering wheel, although the seat isn’t fairly as supportive or accommodating because the Swift’s. I like how they’ve built-in a touchscreen into the sprint with the facelift the place there wasn’t one earlier than, and that there’s a pleasant shelf for a cell phone within the dashboard. But you may’t escape a lot of scratchy plastics within the cabin, and the truth that this inside feels fairly dated now. The instrument cluster, particularly, seems to be a technology behind.

The Figo’s cabin is useful however seems to be dated and has some tough edges.

Family Friendly

Get previous the look and really feel although, the Figo does a minimum of have a reasonably spacious inside. The again seat can seat three abreast and although it appears a bit flat, it does provide good assist. However, there aren’t any storage bins within the rear doorways, and whereas it does have sufficient area, the opposite two merely provide extra. The Swift feels the widest  on this check, and it does provide a bit extra knee room than the Figo. The small home windows, made worse by the shortage of 1 / 4 glass (blame that fancy, high-mounted exterior door deal with on the C-pillar) nevertheless, do make issues really feel a bit claustrophobic within the again. The bench doesn’t provide a variety of thigh assist both. Amazingly, for what’s the smallest car on the skin, the Nios feels probably the most spacious within the again. If there’s a criticism, it’s maybe that the backrest angle is a bit too closely raked, however that’s down to private desire. It presents up probably the most knee- and headroom of the three, its gentle colors and large home windows give a fantastic sense of area, the bench has good thigh assist and the door pockets are the biggest. And the icing on the cake? A set of rear AC vents, which the opposite two don’t have. It even has a giant boot, with 260 litres, though the opposite two aren’t too far off – the Figo has 257 litres and the Swift has 268 litres. All three vehicles have barely tall loading lips, however the Ford’s boot opening comes throughout as notably slim as nicely.

Nios’ backseat feels (and is) probably the most spacious.

Tricks Or Treats

Apart from inside design and high quality, Hyundais have all the time been recognized for his or her lengthy and class-leading gear lists. However, you get the sense that the boundaries have already been pushed to their restrict for this phase by the earlier Grand i10, and there’s solely a lot additional a car can go at this worth. Moreover, rivals have caught up on the gear entrance, and now all three vehicles provide one thing helpful and distinctive. You can see the exhaustive listing within the desk, however right here’s what units every of those vehicles aside.

Hyundai touchscreen probably the most fashionable of the lot.

The Figo is the one car right here with six airbags and an auto-dimming rear-view mirror, and it additionally will get the benefit of computerized wipers. It is, nevertheless, the one car right here to overlook out on Android Auto and Apple CarPlay in its touchscreen infotainment system, which seems like a major omission, particularly since its siblings the Aspire and Freestyle do get it. The Swift, in the meantime, is the one one with full-LED headlamps and a rear seat that may be break up 60:40 earlier than it folds. At 8.Zero inches, the Grand i10’s touchscreen is the biggest right here, and although it doesn’t have the linked tech of its greater sibling, the Venue, it’s Hyundai’s newest working system – probably the most useful and feature-loaded on this check. You additionally uniquely get a wi-fi cell phone charger, rear AC vents, and a digital rear-view mirror (the rear-view digital camera feed might be displayed completely on display). What you do miss within the Hyundai, which the others get, is computerized headlamps.

Ford’s touchscreen is slick, however misses smartphone connectivity.

What you get on your cash Hyundai Grand i10 Nios Asta MT Maruti Suzuki Swift ZXi+ MT Ford Figo Titanium Plus MT Projector headlamps Halogen LED No LED DRLs Yes Yes No Keyless entry and go Yes Yes Yes Auto headlamps No Yes Yes Auto wipers No No Yes Auto local weather management Yes Yes Yes Auto-dimming inside mirror No No Yes Rear AC vent Yes No No Touchscreen 8.0-inch 7.0-inch 7.0-inch Apple CarPlay/ Android Auto Yes Yes No Rear-view digital camera Yes Yes Yes Rear parking sensors Yes Yes Yes Wireless cellphone charger Yes No No ABS Yes Yes Yes Airbags 2 2 6

Motive Force

When it involves the engines, all three use 1.2-litre petrols – the Nios and Swift’s every having 4 cylinders, and the Figo sporting three. The large distinction is that Maruti and Hyundai have upgraded their engines to BS6 emissions requirements, whereas the Ford remains to be BS4 compliant, with the improve due nearer to the April 2020 deadline. However, whereas the Hyundai and Maruti make an similar 83hp, the Figo makes a strong 96hp! The torque scores are a little bit nearer stacked, with the Grand i10 making 114Nm, the Swift 113Nm and the Figo 120Nm. But then the Swift’s bantamweight 885kg kerb weight brings its energy to weight ratio fairly near the Figo’s.

Huge Hyundai grille uniquely homes the DRLs.

Hyundai’s Kappa2 engine already wasn’t probably the most potent of its variety in BS4 guise, and much more of its pep appears to have been sapped in BS6 guise. Not serving to issues is the Grand i10’s tall gearing, probably carried out within the curiosity of gasoline economic system. Performance, because of this, is merely sufficient, and there’s a definite lack of enthusiasm off the road, and much more so by the gears. You’re extra inclined to rev it to choose up some tempo, however when you get to round 3,000rpm, it will get fairly vocal, and it’s not the nicest sound both.

Specifications Hyundai Grand i10 Nios Maruti Suzuki Swift Ford Figo L/W/H 3805/1680/1520mm 3840/1735/1530mm 3941/1704/1525mm Wheelbase 2450mm 2450mm 2490mm Tyre measurement 175/60 R15 185/65 R15 195/55 R15 Engine 4-cyls, 1197cc, petrol 4-cyls, 1197cc, petrol 3-cyls, 1194cc, petrol Power 83hp at 6000rpm 83hp at 6000rpm 96hp at 6500rpm Torque 114Nm at 4000rpm 113Nm at 4200rpm 120Nm at 4250rpm Gearbox 5-speed guide 5-speed guide 5-speed guide

The Swift’s Okay12 engine was all the time a peppy one, with a robust backside finish and even a reasonably good high finish. The excellent news is that little or no of that appears to have been misplaced within the transition to BS6, and all you would possibly discover is a slight hesitation throughout a mild begin off the road and and just a few very delicate flat spots when lugging the engine in a gear. In reality, put up towards our timing gear, the acceleration from relaxation was virtually similar, and it’s lower than half a second slower by the gears. If something, it feels a little bit bit quieter, and that’s solely a great factor.

After the actually spectacular 1.5-litre ‘Dragon’ engine within the EcoSport (to not point out a number of spectacular Ford petrol engines of the previous), the Figo’s 1.2-litre petrol seems like a little bit of a letdown. This is especially true at low speeds the place, just like the Nios, there’s a definite lack of pep, which implies you’ll end up doing a variety of gear-shifting when shifting across the metropolis. However, when you get it into the mid-range and past, it wakes up fairly properly and feels fairly keen. And you’ll wish to rev it too, as a result of it makes a lovely three-cylinder sound. The result’s, in case you actually wring it out on a pleasant street, you would have an absolute blast within the Figo, however in additional mundane driving circumstances, it feels a bit sluggish.

    That exhibits within the efficiency figures, the place the Ford is the slowest each from a standstill and by the gears. The Swift is by far the quickest from relaxation and by the gears. The Hyundai’s efficiency is in the midst of the pack, which is simply as nicely as a result of in contrast to the opposite two, this one doesn’t really feel like being hurried in any respect.

  Performance Hyundai Grand i10 Nios Maruti Suzuki Swift* Ford Figo 0-20kph 1.14 sec 1.27 sec 1.28 sec 0-40kph 3.02 sec 2.80 sec 3.26 sec 0-60kph 5.75 sec 5.34 sec 5.74 sec 0-80kph 8.79 sec 8.01 sec 8.96 sec 0-100kph 13.28 sec 12.34 sec 13.80 sec 20-80kph (in third gear) 14.00 sec 13.06 sec 14.93 sec 40-100kph (in 4th gear) 22.44 sec 20.09 sec 23.36 sec

* Not to Autocar India check requirements.

Getting A Handle

The Nios definitely doesn’t really feel like being hurried by corners. In basic Hyundai vogue, it’s all about comfort and ease of driving. It begins with the tall-boy seating place and goes on to a lightweight and lifeless steering, with numerous physique roll by within the bends. The Nios is an enchancment on earlier i10s although; the steering does have a little bit of synthetic weight to it (at decrease speeds) and it does return freely to centre.

This is one thing the Swift’s steering simply doesn’t do, which is a giant blemish on an in any other case glorious dealing with bundle. Like all Swifts earlier than it, this third-generation car has a well-sorted chassis, and although the suspension has gotten a little bit softer, composure and physique management stay reasonably glorious. It’s simply that your hyperlink to that chassis – the wheel – feels free and disconnected at low speeds. It makes for good manoeuvrability and it does weigh up once you go quicker, however the Swift is not the handler its forebears had been.

  The Figo – now that’s a enjoyable dealing with car! The steering is fast, millimetre-accurate and a fantastic conduit of knowledge between the entrance wheels and your fingertips. Then there’s the chassis, which mixes the consolation of the pre-facelift Figo with a few of the intelligent suspension tuning of the erstwhile Figo Sports Edition. It’s simply an absolute pleasure to fling round a collection of corners. The steering doesn’t even really feel heavy at decrease speeds, so at no level does it go away you feeling like it’s important to work it round site visitors.

The better part is that experience hasn’t been compromised within the Figo both; it feels comfy and secure at nearly all speeds. To its credit score, so does the Swift, which as I stated earlier, can be very nicely judged. The Grand i10, notably this petrol model, is softly sprung, and so that you would possibly get some low-frequency float over an undulating street, however at low speeds, it’s actually comfy.

Swift’s full-LED headlamps have a robust beam.

Pocketful Of Sunshine

Small, nimble, premium, inexpensive, sensible do-it-alls is what these three vehicles are. Fun additionally performs an element, and you might recall the Figo received our fun-to-drive hatchback comparability when it was new. If that was the precedence of this check, it will nonetheless win regardless of that engine, as a result of it doesn’t matter what, the Ford stays the driving force’s selection. It helps that, at Rs 6.65 lakh (ex-showroom), it’s additionally probably the most inexpensive right here. It compromises in locations similar to area and practicality that permit it down in its function because the household hatchback, and the very fact it’s exhibiting its age now.

The Swift stays a fantastic household car and does nonetheless have a touch of enjoyable to the way in which it drives – it’s definitely acquired the strongest engine. Also, although styling might be subjective, I personally like the way in which it seems to be greatest of those three. In reality, on the entire, there’s not so much to fault with the Swift, aside from maybe its worth, which at Rs 7.53 lakh, is the very best of this trio.

It’s simply that the Grand i10 Nios does most issues a little bit bit higher. It’s not geared for enjoyable driving and it’s acquired a weak powertrain, however as a metropolis car, it’s fairly glorious. It’s acquired the sting on the others on area, it’s acquired a modern-looking inside and a powerful gear listing. But most of all, it feels premium and inviting, like your cash (an affordable Rs 7.14 lakh on this top-spec Asta guise) has actually gone far, and that is one thing it undoubtedly does higher than the opposite two.

In right now’s world of SUV this and crossover that, the quintessential household hatchback has to work exhausting to win you over, and the Grand i10 Nios does this effortlessly.

Verdict Hyundai Grand i10 Nios Maruti Suzuki Swift Ford Figo Price (ex-showroom, Delhi) Rs 7.14 lakh Rs 7.53 lakh Rs 6.65 lakh Rating 8/10 8/10 8/10 Verdict Big on area, straightforward to drive, and feels very upmarket. Strong engine and a great all-rounder however costly. Incredible enjoyable to drive and good worth however feels dated.

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[itsworn]

Inside BigStuff3’s New GEN4 ECU

We like analogies, so let’s hit you with something right off the mark. As good as the BigStuff3 GEN3 EFI control system is, the step up to the new GEN4 will be like stepping out of a P-51 Mustang and climbing straight into the U.S. arsenal’s current F-35 Lightning fighter. As good as the P-51 once was, it is just not on the same page as something as awesome and impressive as the F-35. Head-to-head – it’s anything but a fair fight.

The BigStuff3 GEN4 ECU is a technological leap that will never make you nostalgic for even your best aftermarket ECU. It’s that good.

John Meaney’s new GEN4 ECU will set new standards for EFI control for high-end race engines. This is Mike Moran’s dyno cell at Moran Motorsports where he has been using BigStuff3 EFI from the outset.

Let’s take a moment and look closely at state-of-the-art high performance and racing engines from the big-picture side of things. Precise control over spark, fuel, and nearly every other facet of making power (like boost and engine knock) has been the key to all the big advancements in the horsepower escalation game. Better yet, this same digital control is also responsible for planting all that power to accelerate down the track. All of this is possible because of digital control. Starting now, the game is changing for the better.

Imagine your boss has thrown a huge project at you. You have 16 assistants, but they’re slow, and all their effort must funnel through a single outlet. Work is accomplished but not at the pace you would prefer. Then, your boss does something amazing – he doubles the size of your workforce and feeds them all Red Bull, so now you’re cranking out work at twice the speed. Plus, he’s eliminated that cumbersome bottleneck. Now you can really get work done!

They say you can’t judge a book by its cover, and you certainly can’t tell how much technological sophistication is stuffed into this rather small ECU. But all the material covered in this story is housed in this little aluminum box. And, it will plug right into the GEN3’s harness.

That’s a taste of what BigStuff3’s new GEN4 ECU will do.

Here’s where we have to trudge around in computer speak for a moment, but only because the numbers are so extraordinary. The current BigStuff3 ECU utilizes a single core, 16-bit processor that runs at 20 MHz (Mega-hertz), and holds both the e.t. and mph records for a turbo car in NHRA Pro Mod, so it’s no slouch! The new GEN4 utilizes a dual-core, 32-bit processor that runs both cores at 260 MHz and has integrated Ethernet – yikes. But that’s just the beginning.

There’s so much to cover it’s hard to know where to start. Right off, the Pro Extreme offers excellent access to a display like this for wide band oxygen sensor display for all eight cylinders. This can be pulled directly from data logged material or transmitted wirelessly in real time for dyno work.

Older ECU’s were forced to process everything through a single, funnel-like chokepoint. The GEN4 applies peripherals (mini-processors if you will) that do much of the menial work so the main portion of the ECU is free to do more fast-moving work. If you had six mini-me’s to do all the mundane tasks in your life, imagine how much more you could accomplish. GEN4 employs six ultra fast peripherals that process all the mundane stuff, allowing its already high-speed computer to operate even faster. Another thing to keep in mind is that one core is busy running the engine while the second core is doing all the data acquisition tasks. Both cores process their algorithms in parallel and data needed for both is shared via a high-speed bridge. By processing in parallel, twice as much work is accomplished.

This is where the Ethernet comes in. This is a network process that allows the BigStuff3’s now lightning-quick processor to take in ridiculously more data than ever before. So with this faster processor and its peripheral helpers, the GEN4 can deliver tons more data to the tuner in record time. Ethernet is not new technology in the computer world, but for automotive ECUs, it’s the sharp end of the spear.

The Pro Extreme GEN4 also offers custom gauge display as well. Here, Meaney has simply lined up all eight EGT gauges for this display, but you can arrange the gauges and displays in many different orientations.

In fact, the OE’s are just starting to use Ethernet. They have already by-passed USB (because of noise issues), and CAN (their bus of choice in the past) is now entirely too slow. Ethernet also allows for wireless interfaces along with internet access and is robust even in noisy environments. Each GEN4 ECU has its own MAC (media access control) address, which is a unique identifier to anything connected onto the World Wide Web. All of this is new to aftermarket ECU’s for the performance industry. Of course, this makes remote tuning much simpler as well. We’re talking industry firsts here!

Ethernet speed allows Big Stuff3’s GEN4 ECU to not just record all this data, but to excavate it for game-changing tuning advances. GEN4 will take in enormous quantities of data, process it with your input, and apply it in millisecond fashion back to both the engine and chassis as the car runs down the track.

BigStuff3 has owned a big portion of drag racing EFI for over a decade with 10-plus NHRA Stock, Comp, Super Stock, and Pro Mod championships. Bruno Massel has won his share of races with BigStuff3, including the NHRA Competition Eliminator championship in 2012.

Just how fast is the Ethernet? BigStuff3 founder, John Meaney reports that the current BigStuff3 ECU communicates at 9,600 bits per second. The new GEN4 can bring in data at a mind-boggling 100 million (100,000,000) bits per second. That’s 10,416 times faster. We need to dwell on this speed for a moment. A millisecond is one thousandth of a second.  At 10,000 rpm on a V8 engine, it takes 12 milliseconds to fire all eight cylinders.  The GEN4 ECU can wirelessly transmit a packet of combustion pressure data every 100 microseconds. A microsecond is one millionth of a second. The data transfer rate is 15 times faster than the next cylinder fires, so the GEN4 isn’t even working hard to record data even on a 10,000 rpm V8.  This uncovers enormous opportunities for data that was previously unattainable.

The new GEN4, when coupled to the BigStuff3 Big Band RIMs (remote interface modules), has the ability to go closed loop on air fuel ratio in each cylinder. The high speed Ethernet sends the air fuel ratio information from each cylinder to the main processor in real-time, which, in turn, adjusts the fuel flow to each cylinder maintaining a constant air fuel ratio per cylinder.

This screen displays spark retard (SR) over time for First gear. In this example, ignition timing is retarded to -10.4 degrees (01.-degree increments) at 1.55 seconds into the run and is maintained long after the car would be out of First Gear.

With Ethernet capability, this is clearly where data logging will shine. Consider the GEN4’s industry first ability to look at a cylinder pressure trace for 8 or even 12 cylinders operating with a resolution of 0.5 degree. The opportunities for learning what each cylinder wants with regard to timing and fuel are enormous. That’s like cheating on your final exam in college where the professor asks you to make more power. Granted, you still have to wade through the data, but having it virtually gives you the answers!

But speed isn’t everything. The new GEN4 will offer sophistication that has previously never been seen. The GEN4’s real potential is its ability to do more high-level processing. According to Meaney, “There’s a lot of hardware/software architecture necessary to make this all happen. The whole premise is to off-load the cores so they can do the more difficult calculations, like calculating the optimum spark angle that will give the greatest area under the pressure curve in the right spot. With this information you can then find out which cylinders are working hard and which ones aren’t.”

There’s also control of a different nature that’s important. The GEN4 kit comes with its own wireless router and power supply. This transmits all that logged data to your laptop – wirelessly. Meaney showed us an example by running an engine on the dyno, closed loop on all 8 cylinders with a large steel door and cement walls separating the laptop from the ECU in the cell. Yet the laptop streamed live data while we watched. While not moving from that same spot, he logged into another GEN4 ECU that was in a running a vehicle outside the building (again through closed steel doors and block walls), as we viewed real time combustion pressure data. So the crew chief or tuner could stand next to the car in the staging lanes and, as long as the ECU is powered up, he could make wireless changes with a couple of keystrokes.

Under the Cylinder Pressure Logger screen, this screen is spark advance vs. crank angle. This reveals the pressure trace in a mild street LS engine that happens to be in Meaney’s parts chaser pickup. Note the small hiccup in the pressure rise curve indicatinga mild timing adjustment may be necessary.

The new ECU also incorporates two, high-speed CAN bus interfaces. One of the CAN busses is for a touch screen dash, which allows bidirectional communications between the ECU and dash. This allows for swapping between multiple fuel, spark, lambda, boost, and traction control maps. The rev limiters and select offsets are also tunable from the dash, which also displays EGTs and lambdas from all 8 cylinders, along with 25 other variables. You can even add up to 2 cameras.

Another unique feature is the multiple fuel/spark/lambda control maps (FSLs). These can be enabled manually through the touch screen dash, by gear or time. Instead of using one 32×32 map, Meaney elected to use multiple 24×24 maps for each. It’s like having a 96X96 map. This way, with the map tied to a gear change, you now gain much greater resolution and better spark and fuel control. Five gear / speed and individual cylinder fuel and 8×8 spark curves are now also available as a function of speed and load.

With all this speed and sophistication – the advantages approach exponential. Now the ECU has the ability to change the spark advance angle in 0.010-of a degree with 4 maps to allow more resolution and control over big injectors. This extends to injector phase end angle – which is another critical factor in tuning. On big-inch engines, optimizing this can be worth 20 hp.

This leads now to engine tuners who can monitor operations that before were somewhat of a mystery. Consider a pair of turbochargers spinning at 150,000 rpm, each with a 10-blade turbine. That’s 3 million interrupts per second. The GEN4 can record that. For traction control at Bonneville, current technology calls for two 52-tooth ABS wheels (one each, front and back) operating at 200,000 to 250,000 pulses per wheel per minute – no problem. The input (TISS – 31 pulses per rev) and output (TOSS – 40 pulses per rev) speed counters on a 4L80E generate plenty of speed data, then add in a 60-2x crank (58x) and a 13x cam sensor. All of this data is no challenge for the GEN4.

While this may appear intimidating, it merely reveals 33 different items that can be displayed simultaneously on a strip recording chart based on time. It’s likely a tuner will pare this down to perhaps six or 8 parameters so the information display is a little easier to digest.

Pressure sensing is critical to data gathering. The old Gen3 recorded 52 channels, like fuel, oil, and transmission line pressure at 50 Hz (50 times per second). While that’s pretty good, the GEN4 records between 400 and 500 channels at 1,000 times per second. That’s 20 times faster with more than 8 times the number of channels.

Engine control needs all this speed for better optimization. The new GEN4 will offer individual cylinder fuel control even up to 12 cylinders. Plus, with such a lightning-fast data capture rate, it becomes obvious that the faster you can capture the data from the engine, the faster the ECU can respond to make a change.

If there is one over-riding point to the entire GEN4’s approach to modern performance engine management, it is control. With control and accurate data, many of the mysteries of race engine tuning can finally be quantified and manipulated to your advantage. Good engine builders and tuners are control freaks and GEN4 is the latest weapon in that on-going battle.

The tool bar across the top of the this screen reveals 14 different main tuning parameters from left to right – System, Fuel Settings, Startup/Idle, Air-Fuel Ratio (AFR), Ignition settings, Individual Cylinder Fuel and Spark (ICFS), Spark Retard 2 / Engine Torque Management (SR2/ETM -Traction Control), Boost Control, Starting Line, Transmission (spark and fuel control), Data Logger, Generic (user-configured), E85 fuel settings, and Nitrous control.

Control Freaks Rejoice

So far, this story has been big sky type stuff about the GEN4’s tremendous potential. While much of this has been carried over from the GEN3, you now have even more control with more speed. Let’s talk spark timing, fuel and Lambda tables with individual corrections for each cylinder. Individual cylinder fuel and spark tables can be based on a combination of speed and load, as opposed to just rpm. Each of these 8 tables can be as large as 24×24. That resolution offers greater finite control, which is why this system is so powerful.

The GEN4 also offers 5 pulse-width modulated (PWM) control outputs. These can be used to control nitrous solenoids or lockup on a multi-disc torque converter. For the converter, you could specify how many times the converter locks up. In other words, you can specific up to three separate converter lock-ups per pass down the track if that’s what’s necessary. For cars with big power and small tires, that will keep the tires from spinning on the gear change. This is just one feature out of dozens that are incorporated into the Gen4.

Pro Extreme can keep track of shock travel for each of the four corners on the car and display the logged data as a gauge.

Multiple Mapping

Among the most dominant GEN4 features is its capacity for multiple mapping. While there are perhaps hundreds of scenarios in which this is possible, Meaney offered this by way of explanation. Let’s say we have a turbocharged V8 with a four-speed transmission. With a single map limited to even something as large as a 32×32 grid, there are still resolution limitations when dealing with an engine that can run to 8,500 rpm and boost ranging from 10 to 40 psi.

The GEN4 offers the ability to use a set of 5 maps per gear. Each set includes the fuel, spark, lambda, individual cylinder spark (ICS), and individual cylinder fuel (ICF) corrections. For turbo cars, another complete set of maps is used just to help bring the engine on boost when the 3-step/trans brake is enabled.

Here’s how this works. In First gear, even with the potential for 40 psi of boost, the car can only really use 10 psi before inducing tire spin. The initial 24×24 map encompasses the 0 to 8,500 rpm range and the -15 to 40 psi load range.  Once the car shifts into Second gear, Map 2 is enabled. However, its rpm range now could be from 6,000 to 8,500 and the boost range from 10 to 20 psi. By decreasing the range of both the rpm & boost, we still have the 24 break points each, which will now provide much higher resolution and control. The 2,500-rpm span (6,000 to 8,500) is now divided into 24 columns and the 10 psi range (10 psi – 20 psi) into 24 rows. In Third gear, the boost now traverses between 20 and 30 psi and will use Map 3. Once in Fourth gear, maps offering control between 30 and 40 psi will use Map 4. In each gear, the tuner has the opportunity to adjust within the map with sufficient resolution so that overlapping compromises are a thing of the past.

BIGSTUFF3 GEN4 FEATURES 8GB, 400 channels, 1,000Hz on-board data logger Ethernet wireless high speed communications – 100 million bits/sec 8-channel closed loop 02 with IC set points 8 channel EGT with safety shutdown. In-Cylinder pressure sensor capability (up to 12 cylinders) 3-axis accelerometer with 3-axis gyro can process pitch (X axis), roll (Y-axis) and suspension compression (Z-axis). In the past, most accelerometers dealt with only the X and Y planes. The Z-axis adds even more data. Plugs directly into existing Big Stuff3 harness Integrated barometer Bi-directional touch screen dash – allows 4 Map control (FSL), 3 boost curves, 3 TC curves, rev limiters and select offsets. Dual CAN-busses FFT shock travel analysis – Fast Fourier Transform (FFT) converts the speed and accelerations of a shock absorber into a frequency that can be used to analyze shock absorber movement. 12 Generic tables with selectable data sources per axis (10) for fuel, spark, lambda, and boost. Programmable PWM outputs for TCC lockup, PWM NOS, etc. Fuel pressure safety

Firmware (FW) upgradable options: Real-time E85 sensor, CO2 boost controller, 4L80E/60E trans control, traction control (SR2.3), DAI & DAE2 – All of these firmware upgrades can be downloaded directly from the Internet 6-stage dry nitrous control – potential to combine run pulse-width modulated (PWM) nitrous and 6-stages of nitrous together for finite N2O control DAI – Data Logging Internal – This system captures data without the need for an external laptop. BigStuff GEN3’s limit was 52 channels at 50Hz over 5 minutes.  GEN4 is 400-500 channels at 1000 Hz for 15 minutes.  All the data is written to a SD card and is permanent. DAE – Data Logging External – fuel pressure, oil pressure, turbo back pressure, input and output trans rpm sensors (TISS and TOSS), and pan vacuum DAE2 – 4 shocks, nitrous bottle pressure, dual turbo shaft speed sensors, 52X front/rear ABS rpm sensors, additional generic I/O and A/D (analog to digital) inputs

Non-Firmware Upgradeable Options: Dual Bosch LSU4.9 WBO2 Dual NTK WBO2 for methanol Single NTK WBO2 for methanol 16 Injectors using Big Drive Injector drivers All of these non-firmware upgrades can be enabled by purchasing the associated harness and hardware.

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