Zadne cajte (po nasvetu kolega) hodim tankat na AGIP in mi v povprecju kuri cca 2 deci manj pri enaki voznji, tko da ocitno bo neki na tem, ker na to varianto sem prisel ko sem ze slisal par pohval na njihovo znamko?
Petrol se mi pa zdi najvecji skret, no pa tut super 100 ni glih za vsak avto! ) Predvsem ne za dizle! ))))
Ne vem ?e je bila toyota hilux ker je ?ele sedaj pri?la ven, pa na koncu sezone so jo tud v studio zapeljal je ?e delala. Glede RX-8 je bil pa kar navdu?en.
Exhaust gas recirculation (EGR) is an NOx (Nitrogen oxide and Nitrogen Dioxide) reduction technique used in most Gasoline and Diesel engines.
EGR works by recirculating a 5-10% of an engine's exhaust gas back to the engine cylinders. Intermixing the incoming air with recirculated exhaust gas dilutes the mix with inert gas which slows the combustion, and lowers the peak temperatures. Because NOx formation progresses much faster at high temperatures, EGR serves to limit the generation of NOx. EGR valves remain closed at engine idle since the inert gas received from the EGR would not provide necessary power to keep an engine running at low RPM.
Recirculation is usually achieved by piping a route from the exhaust manifold to the inlet manifold, which is called external EGR. A control valve (EGR Valve) within the circuit regulates and times the gas flow. Some engine designs perform EGR by trapping exhaust gas within the cylinder by not fully expelling it during the exhaust stroke, which is called internal EGR.
In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas.
Saj sem ti rekel, da je to ?e padlo v vodo. Velike sanje malega Symona. So ta?ni stro?ki (sploh, ?e nisi ravno mehanik), da nima smisla. Bolje kaj mo?nej?ega kupit.
Enkrat v ?ivljenju bi pa res rad imel en nadpovpre?no mo?an avto.
Bo? pol ko bo? imel 60+ let in bo? ?paral pokojnine oz. pla?e celo ?ivljenje da bo? kupil RX-7
3000gt sem tudi sam vozil...in morem re?t da se je avto zelo lepo vedel po ovinkih, je pa res da je imel tudi pogon na use 4 kolesa in 320 konji?kov + twin turbo.... tako prijeten paketek!
LP daVid
To je VR4, ta kolega ga je dal ?ez zimo malo nahranit kon?ke, da jih bo baje okoli 500.
Klime niso poganjale je bilo pa verjetno narejeno prezra?evanje s pomo?jo ventilatorjev tako, da se nisi vsedel v razbeljen avto ampak le v rahlo ogretega
Pa ?e posebnost AWS-All Wheel Stearing! V Slo jih mora biti tudi nekaj malega jaz vem za eno rahlo po?kodovano ki ?aka na lep?e ?ase ima pa 2.0 V6, je pa tak?na kot sta tisti na spodnji sliki, zgornja je iz Japonske. Naj bi jih delali tudi z Wanklom.
“The 'defiant' car I will be picking on in this article is a 1999 Mazda Protege. This car had set a Code PO402 for excessive EGR flow, when in fact the problem was low flow.???
Since the inception of onboard diagnostics II (OBD-II), I have dealt with a large number of EGR flow codes on Asian vehicles. The code definitions seemed to make sense - until recently. If the code said "low flow," then there was low flow. Of course, there always has to be that one new system that comes along and defies logic.
The "defiant" car I will be picking on in this article is a 1999 Mazda Protegé. This car had set a Code P0402 for excessive EGR flow, when in fact the problem was low flow. I will explain later in the article.
Let's start at the beginning. Mazda's 1995-1998 models regularly set P0400 EGR flow codes on the Protege, 626 and Millenia. On these early OBD-II cars, Mazda monitored EGR flow with an EGR boost sensor. Usually a boost sensor was found on a turbocharged engine. If you have ever driven a 1.5 Litre Protege, you know it is not turbocharged.
Mazda's "boost sensor" is just a fancy name for a manifold air pressure (MAP) sensor. In conjunction with the boost sensor, Mazda uses a boost sensor solenoid to turn manifold vacuum on and off to the boost sensor, which allows it to be used either as a MAP sensor or a BARO sensor. The boost sensor has no vacuum signal to it the majority of the time and is used for BARO input. When the engine control module (ECM) decides to test for EGR flow, it energizes the boost sensor solenoid. This sends a manifold vacuum signal to the boost sensor and now the ECM can use it to monitor changes in manifold vacuum. The ECM rapidly opens and closes the EGR valve during a flow test and looks for changes in manifold vacuum. If it doesn't like what it sees, it sets a Code P0400.
An EGR flow test is usually run during closed throttle deceleration when manifold vacuum is high and steady. The common cause of P0400 codes on these early models is a plugged port in the intake plenum, which restricts the flow of exhaust gases and doesn't create the correct changes in manifold vacuum during a flow test. To fix, remove the throttle body and clean the ports in the intake plenum. There are two ports behind the throttle body where the EGR gases are dumped into the intake. One thing that can fool you during testing is that you can kill the engine at idle if you open the EGR valve. On most engines, this means that you have sufficient flow. But on these engines, one port can become plugged and the other can flow enough that it will kill the engine at idle when you open the valve. So don't use that as a test for good EGR flow.
Back to the 1999 Protegé and Code P0402 for excessive EGR flow ... "excessive" and "EGR flow" just don't seem to go together. Did Mazda come up with a self-cleaning EGR system? EGR ports get plugged and restrict flow, right? Even though the code says excessive flow, it's still the same problem.
Mazda changed the way it monitors EGR flow, starting with the 1999 models. There is still an EGR boost sensor and a boost sensor solenoid - the difference is in the pressure that the boost sensor is actually monitoring. Instead of the boost sensor monitoring intake manifold vacuum directly, this system measures the pressure in the port between the EGR valve and the intake manifold.
If the ECM doesn't like the pressure in that port, it will set a code. On these systems there is a port coming off the bottom of the EGR valve where the boost sensor hose gets its signal. Due to the location of the sensing port, when EGR ports become plugged, the ECM detects too much pressure in the sensing port and it thinks that there is excessive EGR flow. This sets a Code P0402. In this case, the fix is the same for excessive flow as it was for low flow on the early models: clean the ports in the intake plenium behind the throttle body.
Spletna stran uporablja piškotke z namenom zagotavljanja funkcionalnosti in boljše uporabniške izkušnje spletnega mesta. Z uporabo spletnega mesta soglašate z uporabo piškotkov.
, ker prej se mi ni dalo pol ure ?akati da se ena tema odpre
) Predvsem ne za dizle! 
So ta?ni stro?ki (sploh, ?e nisi ravno mehanik), da nima smisla. Bolje kaj mo?nej?ega kupit.
Nisem prav si zapomil, ima pa 4WS
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