Andrew Markel discusses brake rotor manufacturing, and how the process of balancing a rotor helps prevent vibration during vehicle operation. Sponsored by Auto Value and Bumper to Bumper.
Video courtesy Brake & Front End.
On older throttle cable systems, the carburetor or fuel injection system reacted to the throttle angle.
Throttle by wire was once a mystery. It was first used on a German V12 to synchronize the two banks of cylinders with two throttle bodies. Over the past 20 years, throttle-by-wire has become the standard technology on all gasoline engines. So, what can go wrong? A lot!
On older throttle cable systems, the carburetor or fuel injection system reacted to the throttle angle. When the driver smashed the throttle to the floor, the air flowing through the venturis would cause more fuel to be sucked into the engine. On older fuel injection systems, the injector open time would increase. The opening of the throttle was never synchronized with the fuel. As a result, the engine might experience rich or lean conditions when the throttle is opened or closed. These throttle “tip-in” conditions can increase emissions, and the driver might notice the lack of power.
Reducing brake drag on late-model vehicles is not accomplished by a single component; it takes a system.
This function of the power management system uses several modules to decide when the engine needs to stop and start.
Finding out if the vehicle has the latest version or calibration on a module is a required step.
Converters must be certified and labeled with the correct codes that are stamped into the shell when replacing.
It’s a simple concept, but not without the occasional headache.
When the fuel and air mixture ignites in the cylinder, many changing factors must be met to pass a misfire monitor.
AWD is always engaged and with the ABS brake modulator, can perform like systems with limited-slip differentials.
The first step into the connected future took place in 1998 with “BMW Telematics” and the BMW Assist package.
