subota, 30. listopada 2010.
četvrtak, 28. listopada 2010.
Lubricants
For all Volkswagen Group Diesel engines, Volkswagen AG requires that motor oil lubricants must only meet VW505.00, 505.01, 506.00, 506.01, or 507.00 officially approved standards. 'Generic' oil standards such as the American Petroleum Institute 'API',or European Automobile Manufacturers Association 'ACEA' are not recognised, nor approved by VW - so oils bearing these generic approvals must not be used, except when the oil has also been granted one of the specific VW approvals.
Many formulations of motor oils from most brands are now "VW Approved" to the above standards. However, there does exist a few unapproved "off brands" that print the VW number on the label, effectively 'claiming' to meet the said standard, but hide in small type the word "recommended".[citation needed] Volkswagen AG only carries out in-house testing on motor oils to grant the necessary approvals; if Volkswagen AG, therefore, has not carried out such tests (or if a submitted oil has failed their tests), Volkswagen AG will not grant approval.[citation needed] Volkswagen Germany and Volkswagen of America freely publish up-to-date lists of currently approved oils on their respective websites, along with the technical resource, erWin. Volkswagen AG does not permit any independent testing facility to grant their own VW standards.
Many formulations of motor oils from most brands are now "VW Approved" to the above standards. However, there does exist a few unapproved "off brands" that print the VW number on the label, effectively 'claiming' to meet the said standard, but hide in small type the word "recommended".[citation needed] Volkswagen AG only carries out in-house testing on motor oils to grant the necessary approvals; if Volkswagen AG, therefore, has not carried out such tests (or if a submitted oil has failed their tests), Volkswagen AG will not grant approval.[citation needed] Volkswagen Germany and Volkswagen of America freely publish up-to-date lists of currently approved oils on their respective websites, along with the technical resource, erWin. Volkswagen AG does not permit any independent testing facility to grant their own VW standards.
srijeda, 27. listopada 2010.
Fuel
TDI engines operate on diesel fuel (also known as petrodiesel), or B5, B20, or B99 biodiesel subject to manufacturers' prior approval.
In fuel efficiency, and clean emissions when run on biodiesel, or when converted vegetable oil (which should NOT be used on the later PD engines without prior conversion, since irreparable damage will result)[citation needed], TDI engines are among the best on the market.[citation needed] A 2007 Volkswagen Jetta Mk5 with a 1.9 TDI engine and a five-speed manual transmission, for example, achieves 5.2 litres per 100 kilometres (54 mpg-imp; 45 mpg-US) on the European combined-cycle test, while a six-speed Direct-Shift Gearbox (DSG) automatic version reaches 5.9 litres per 100 kilometres (48 mpg-imp; 40 mpg-US).
Newer TDI engines, with higher injection pressures, are less forgiving about poor-quality fuel than their 1980s ancestors. Volkswagen Group's warranty does not cover damage due to bad fuel (diesel or bio), and has in the past recommended that only mixtures up to 5% biodiesel (B5) be used. Volkswagen Group has recently permitted mixes up to B20, and has recommended B5 be used in place of 100% petroleum-based diesel because of biodiesel's improved lubricating properties.
In North America, No. 2 diesel fuel is recommended, since it has a higher cetane number than No. 1 fuel, and has lower viscosity (better ability to flow) than heavier fuel oils. Some owners in North America, where cetane levels are generally poor (as low as 40), use additives, or premium diesel, to get cetane numbers closer to the standard levels found in the European market (at least 51) where the engine is designed. Improved cetane reduces emissions while improving performance, and may increase fuel economy.
New ultra low-sulfur petroleum-only diesel recipes cause seals to shrink and can cause fuel pump failures in TDI engines; biodiesel blends are reported to prevent that failure.
In fuel efficiency, and clean emissions when run on biodiesel, or when converted vegetable oil (which should NOT be used on the later PD engines without prior conversion, since irreparable damage will result)[citation needed], TDI engines are among the best on the market.[citation needed] A 2007 Volkswagen Jetta Mk5 with a 1.9 TDI engine and a five-speed manual transmission, for example, achieves 5.2 litres per 100 kilometres (54 mpg-imp; 45 mpg-US) on the European combined-cycle test, while a six-speed Direct-Shift Gearbox (DSG) automatic version reaches 5.9 litres per 100 kilometres (48 mpg-imp; 40 mpg-US).
Newer TDI engines, with higher injection pressures, are less forgiving about poor-quality fuel than their 1980s ancestors. Volkswagen Group's warranty does not cover damage due to bad fuel (diesel or bio), and has in the past recommended that only mixtures up to 5% biodiesel (B5) be used. Volkswagen Group has recently permitted mixes up to B20, and has recommended B5 be used in place of 100% petroleum-based diesel because of biodiesel's improved lubricating properties.
In North America, No. 2 diesel fuel is recommended, since it has a higher cetane number than No. 1 fuel, and has lower viscosity (better ability to flow) than heavier fuel oils. Some owners in North America, where cetane levels are generally poor (as low as 40), use additives, or premium diesel, to get cetane numbers closer to the standard levels found in the European market (at least 51) where the engine is designed. Improved cetane reduces emissions while improving performance, and may increase fuel economy.
New ultra low-sulfur petroleum-only diesel recipes cause seals to shrink and can cause fuel pump failures in TDI engines; biodiesel blends are reported to prevent that failure.
utorak, 26. listopada 2010.
History (TDI)
The first Volkswagen Group TDI engine was the Audi-developed 2.5 litre R5 TDI – an inline five-cylinder engine (R5), introduced in the Audi 100 in 1989 – and this exact variant is still in use today, in Volkswagen Marine applications. The TDI arrangement has been enhanced through various stages of evolution – by improving the efficiency of the turbocharger, increasing the pressure at which fuel can be injected, and more precisely timing when the injection of fuel takes place. There have been a few major 'generations', starting with what are known as "VE", and "VP" (German: VerteilerPumpe) engines, which use a distributor-type injection pump. In 2000, the Pumpe Düse (PD, variously translated "pump nozzle", "unit injector", "pump injector") TDI engine[1] began to appear in Europe, eventually coming to North America a few years later.
The Pumpe Düse design was a reaction to the development of high-pressure common rail fuel injection systems by competitors - an attempt by Volkswagen Group to create an in-house technology of comparable performance that would not require any royalties to be paid.[citation needed] While Pumpe Düse engines had a significantly higher injection pressure than older engines, they are slightly less refined when compared to the very latest common rail,[citation needed] and with the original solenoid-operated unit injectors, weren't able to control injection timing as precisely (a major factor in improving emissions).[citation needed] Some current PD TDI engines now utilise piezoelectric unit injectors, allowing far greater control of injection timing and fuel delivery. Furthermore, appearing in 2009 model year, Audi and Volkswagen TDI engines are starting to use the common rail (CR) technique, again with piezoelectric injectors, and CR TDI engines are starting to appear in models from other marques of the Group.[1]
The Pumpe Düse design was a reaction to the development of high-pressure common rail fuel injection systems by competitors - an attempt by Volkswagen Group to create an in-house technology of comparable performance that would not require any royalties to be paid.[citation needed] While Pumpe Düse engines had a significantly higher injection pressure than older engines, they are slightly less refined when compared to the very latest common rail,[citation needed] and with the original solenoid-operated unit injectors, weren't able to control injection timing as precisely (a major factor in improving emissions).[citation needed] Some current PD TDI engines now utilise piezoelectric unit injectors, allowing far greater control of injection timing and fuel delivery. Furthermore, appearing in 2009 model year, Audi and Volkswagen TDI engines are starting to use the common rail (CR) technique, again with piezoelectric injectors, and CR TDI engines are starting to appear in models from other marques of the Group.[1]
ponedjeljak, 25. listopada 2010.
Turbocharged Direct Injection (TDI)
The TDI engine uses direct injection, where a fuel injector sprays atomised fuel directly into the main combustion chamber of each cylinder, rather than the pre-combustion chamber prevalent in older diesels which used indirect injection. The engine also uses forced induction by way of a turbocharger to increase the amount of air which is able to enter the engine cylinders, and most TDI engines also feature an intercooler to lower the temperature (and therefore increase the density) of the 'charged', or compressed air from the turbo, thereby increasing the amount of fuel that can be injected and combusted. These, in combination, allow for greater engine efficiency, and therefore greater power outputs (from a more complete combustion process compared to indirect injection), while also decreasing emissions and providing more torque than its non-turbo and non-direct injection petrol engined counterpart.
Similar technology has been used by other automotive companies, but "TDI" specifically refers to these Volkswagen Group engines. Naturally-aspirated direct injection diesel engines (those without a turbocharger) made by Volkswagen Group use the Suction Diesel Injection (SDI) label.
The reduced material volume of the direct injection diesel engine reduces heat losses, and thereby increases engine efficiency, at the expense of slightly increased combustion noise. A direct injection engine is also easier to start when cold, due to more efficient placing and usage of glowplugs.
Direct injection turbodiesel engines are frequent winners of various prizes in the International Engine of the Year Awards. In 1999 in particular, six out of twelve categories were won by direct injection engines: three were Volkswagen, two were BMW, and one Audi. Notably that year, the Volkswagen Group 1.2 TDI 3L beat the Toyota Prius to win "Best Fuel Economy" in its class.
nedjelja, 24. listopada 2010.
petak, 22. listopada 2010.
četvrtak, 21. listopada 2010.
Xenon Lights
What is HID Conversion Kit?
Our HID Conversion Kit is a revolutionary concept in automotive light that provides 3 times more light on the road compared to traditional halogen headlights. Each light uses a tube of Xenon gas, and small amounts of other noble gases, placed between two high-voltage electrodes that emit a bright bluish/white light then electrodes are activated.
Our HID Conversion Kit is a revolutionary concept in automotive light that provides 3 times more light on the road compared to traditional halogen headlights. Each light uses a tube of Xenon gas, and small amounts of other noble gases, placed between two high-voltage electrodes that emit a bright bluish/white light then electrodes are activated.
Plug and Play : Our complete HID Conversion Kit is "plug and play" for all halogen bulbs headlights.H1,H3,H4,H7,H11,9004,9005,9006 and 9007.
Save Power : HID light consume only 35W of electricity making them over 3 times more efficient than traditional halogen bulbs.
Longer Life : HID light lasts over 2500 hours = 3 or 4 years maintenance free.
Safety : HID light increased brightness of 300% (over traditional halogen bulbs) adds an extra margin of safety.
Appearance : Attractive, cool bluish/white light is comfortable and very close to the natural light emitted by the sun. It makes everything easier to see at night.
srijeda, 20. listopada 2010.
VAG COM
VAG-COM,[3] now officially known as VCDS[2] (an acronym for "VAG-COM Diagnostic System"), is a third party Microsoft Windows-based software package,[3] developed and produced by Ross-Tech, LLC since May 2000.[1] It is primarily used for diagnostics and adjustments of Volkswagen Group motor vehicles, including Volkswagen Passenger Cars, Audi, SEAT, and Škoda automobiles,[4] along with Volkswagen Commercial Vehicles.
The name "VAG-COM" derives from the acronym VAG, by which the Volkswagen Group was formerly known (although contrary to popular belief, "VAG" did not officially stand for "Volkswagen Audi Group", and in fact had no official meaning,[5] though 'Volkswagen Audi Group' was frequently used in English speaking locales[citation needed]).
VCDS will perform most of the functions of the expensive electronic diagnostic tools available only to official dealers, like the current VAS 505x series diagnostic tools.[3][6] In the past, these dealership-only tools have prevented owners, and many small independent repair shops from performing some fundamental tasks, such as diagnosing problems, diesel ignition timing, modification of convenience options such as automatic door unlocking, coding a replacement electronic control unit (ECU) or key to the vehicle, and monitoring of many vehicle sensors for diagnosing problems.[6] Unlike generic on-board diagnostics (OBD-II / EOBD), VCDS uses the more in-depth Volkswagen Group-specific manufacturer protocol commands,[4] which allows the user to access all diagnostic capable vehicle systems — even in vehicles which are not covered by generic OBD-II/EOBD (e.g. pre-1996). In general, there are two ways to use this software, either as a package (software and hardware) distributed by the manufacturer or their agents, or, by building own interface hardware and using it with the public-available but limited shareware version of the software.
VCDS is also capable of interfacing vehicles which use the generic OBD-II/EOBD protocols. However, the OBD-II and EOBD standards only allow for limited diagnostics, and no adjustments to any of the ECUs.
PITANJA ILI VAM TO TREBA ..gold.darko@gmail.com
The name "VAG-COM" derives from the acronym VAG, by which the Volkswagen Group was formerly known (although contrary to popular belief, "VAG" did not officially stand for "Volkswagen Audi Group", and in fact had no official meaning,[5] though 'Volkswagen Audi Group' was frequently used in English speaking locales[citation needed]).
VCDS will perform most of the functions of the expensive electronic diagnostic tools available only to official dealers, like the current VAS 505x series diagnostic tools.[3][6] In the past, these dealership-only tools have prevented owners, and many small independent repair shops from performing some fundamental tasks, such as diagnosing problems, diesel ignition timing, modification of convenience options such as automatic door unlocking, coding a replacement electronic control unit (ECU) or key to the vehicle, and monitoring of many vehicle sensors for diagnosing problems.[6] Unlike generic on-board diagnostics (OBD-II / EOBD), VCDS uses the more in-depth Volkswagen Group-specific manufacturer protocol commands,[4] which allows the user to access all diagnostic capable vehicle systems — even in vehicles which are not covered by generic OBD-II/EOBD (e.g. pre-1996). In general, there are two ways to use this software, either as a package (software and hardware) distributed by the manufacturer or their agents, or, by building own interface hardware and using it with the public-available but limited shareware version of the software.
VCDS is also capable of interfacing vehicles which use the generic OBD-II/EOBD protocols. However, the OBD-II and EOBD standards only allow for limited diagnostics, and no adjustments to any of the ECUs.
OBD-II Signal Protocols
There are five signalling protocols currently in use with the OBD-II interface. Any given vehicle will likely only implement one of the protocols. Often it is possible to make an educated guess about the protocol in use based on which pins are present on the J1962 connector:
- SAE J1850 PWM (pulse-width modulation - 41.6 kB/sec, standard of the Ford Motor Company)
- pin 2: Bus+
- pin 10: Bus–
- High voltage is +5 V
- Message length is restricted to 12 bytes, including CRC
- Employs a multi-master arbitration scheme called 'Carrier Sense Multiple Access with Non-Destructive Arbitration' (CSMA/NDA)
- SAE J1850 VPW (variable pulse width - 10.4/41.6 kB/sec, standard of General Motors)
- pin 2: Bus+
- Bus idles low
- High voltage is +7 V
- Decision point is +3.5 V
- Message length is restricted to 12 bytes, including CRC
- Employs CSMA/NDA
- ISO 9141-2. This protocol has an asynchronous serial data rate of 10.4 kBaud. It is somewhat similar to RS-232, but that the signal levels are different, and that communications happens on a single, bidirectional line without extra handshake signals. ISO 9141-2 is primarily used in Chrysler, European, and Asian vehicles.
- pin 7: K-line
- pin 15: L-line (optional)
- UART signaling (though not RS-232 voltage levels)
- K-line idles high
- High voltage is Vbatt
- Message length is restricted to 12 bytes, including CRC
- ISO 14230 KWP2000 (Keyword Protocol 2000)
- pin 7: K-line
- pin 15: L-line (optional)
- Physical layer identical to ISO 9141-2
- Data rate 1.2 to 10.4 kBaud
- Message may contain up to 255 bytes in the data field
- ISO 15765 CAN (250 kBit/s or 500 kBit/s). The CAN protocol is a popular standard outside of the US automotive industry and is making significant in-roads into the OBD-II market share. By 2008, all vehicles sold in the US will be required to implement CAN, thus eliminating the ambiguity of the existing five signalling protocols.
- pin 6: CAN High
- pin 14: CAN Low
utorak, 19. listopada 2010.
dijagnostika obd ???
Što je to OBDII ???
OBDII je skup standarda koji je 1996. godine donijela Američka agencija za zaštitu okoliša, koji opisuje obaveznu opremu za dijagnostiku rada motora na svim vozilima. Ovim standardom opisan je oblik i smještaj dijagnostičkog konektora koje svako vozilo mora imati, tablica sa standardnim kodovima grešaka te način komunikacije između elektroničkih sistema u vozilu i dijagnostičke opreme. Prema OBDII standardu sva vozila za američko tržište proizvedena poslije 01.01.1996. moraju koristiti standardizirane sisteme za dijagnostiku. Iako je OBDII prvenstveno zamišljen da bi se njime kontrolirali dijelovi vozila koji mogu uzrokovati povećano zagađivanje zraka ispušnim plinovima, proširenjem standarda OBDII je postao protokol kojim se mogu nadgledati sve važne komponente motora, a na novijim vozilima i dodatni sistemi kao što su ABS, mjenjač i sl.
Krajem devedesetih godina definira se europska verzija OBDII standarda koja se obično naziva EOBD. EOBD se razlikuje od originalnog OBDII standarda u nekim detaljima oko izvedbe komunikacijskog protokola i podacima automobila koji se bilježe.
OBDII protokol za dijagnostiku opisan OBDII standardom koristi se u nekoliko podverzija koje opisuju naponske nivoe, oblike signala i pinove konektora koji se koriste za spajanje:
- SAE J1850 PWM (pulse-width modulacija - 41.6 kB/sec, standardno se koristi kod starijih Ford vozila )
- pin 2: Bus+
- pin 10: Bus–
- Max napon signala +5 V
- Dužina poruke ograničena je na 12 bajtova, uključujući CRC
- SAE J1850 VPW (variable pulse width modulacija - 10.4/41.6 kB/sec, standardno se koristi kod GM vozila )
- pin 2: Bus+
- Bus logička nula - V low
- Max napon signala +7 V
- Prijelazna točka signala +3.5 V
- Dužina poruke ograničena je na 12 bajtova, uključujući CRC
- ISO 9141-2 Ovaj protokol koriste europski te azijski automobili i Chrysler. Koristi asinhronu serijsku brzinu prijenosa podataka od 10.4 kBaud. Sličan je RS-232 protokolu, ali su različiti naponski nivoi što znači da ga nije moguće spojiti direktno na serijski port bez posebnog prilagodnog sklopa/interfejsa. Komunikacija se vrši preko jedne dvosmjerne linije.
- pin 7: K-linija
- pin 15: L-linija (opcionalno za inicijalizaciju veze)
- K-line logička nula - V High
- Max napon signala - Vbatt
- Dužina poruke ograničena je na 12 bajtova, uključujući CRC
- ISO 14230 KWP2000 - Fizički identičan ISO 9141-2 protokolu. Koristi se kod europskih vozila
- pin 7: K-linija
- pin 15: L-linija (opcionalno za inicijalizaciju veze)
- Naponski nivoi identični ISO 9141-2 protokolu
- brzina komunikacije 1.2 do 10.4 kBaud
- Dužina poruke može biti do 255 bajtova u data polju
- ISO 15765 CAN (250 kBit/s ili 500 kBit/s) - Novi protokol za komunikaciju koji koriste gotovo sva vozila proizvedena poslije 2005 god. Ovaj protokol dozvoljava puno veće brzine komunikacije i zamjenjuje sve gore navedene starije podtipove OBDII standarda
- pin 6: CAN High
- pin 14: CAN Low
SVA PITANJA ZA DIJAGNOSTIKU NA MAIL
gold.darko@gmail.com
test izdržljivosti...VW Passat 1.9 TDI
http://www.testvoznja.net/index.php?option=com_content&view=article&id=1263%3Avw-passat-19-tdi&catid=48%3Anekategorizirano&Itemid=72
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