Ride Control

Ride ControlEuropean Training

Review

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A mechanism connecting theroad wheels to the vehicle’sframe or body.

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Supports the weight of the vehicle.

Cushions road bumps.

Maintains correct body position relative tothe road.

Transmits tyre traction forces between theroad and the vehicle (drive/acceleration,braking, turning).

Maintains correct wheel orientation relative to the body.

Isolates tyre/road noise.

Dampens body and wheel vibrations.

Maintains steady wheel contact with the road.

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1) Spring2) Sway bar (optional)3) Linkage4) Bushings/mounts5) Shock Absorber

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Spring

Supports the weight of the vehicle.

Cushions road bumps.

Spring & Sway Bar

Maintains correct body position (height) relative to the road.

Linkage

Transmits tyre traction forces between the road and the vehicle.

Maintains correct wheel orientation relative to the vehicle body.

Bushings/Mounts

Isolates the cabin from tyre and road noise.

Shock Absorber

Damps out body and wheel vibrations.

Maintains steady wheel contact with the road.

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To be dissipated through thehydraulic fluid

It is a unit designed to control the spring motion

Stops the spring vibration.

The working principle is to transform the kineticenergy (motion) into thermal energy (heat).

Thermal energy (heat)

Kinetic energy (motion)

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A strut is a type of shock absorber also providing linkage and spring support functions - A Key Structural Component!!

ShockStrut

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“Rigid Axle” “Independent”

BOTH TYPES REQUIRE SHOCK ABSORBERS!!

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Rigid Axle

Cost.

Durability.

Independent

Ride Comfort.

Roadholding.

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The study (analysis and testing) ofvehicle motion.

Interaction between driver, vehicle androad.

Four main areas:

Handling.

Roadholding.

Ride.

NVH (Noise, Vibration, Harshness).

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Vehicle behavior in response to driver commands.

Directional stability, agility and control at speed

It's strongly affected by body and wheel motion

WHAT IS THE EFFECT OF SHOCK ABSORBERS ON HANDLING?

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Ability of the wheels to remain in steady contact with the road.

Especially significant on bumpy surfaces while turning, braking, or accelerating.

WHAT IS THE EFFECT OF SHOCK ABSORBERS ONROADHOLDING?

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Primarily vertical vehicle body motion and its effect on comfort.

WHAT IS THE EFFECT OF SHOCK ABSORBERS ON RIDE?

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NVH: “Noise, Vibration and Harshness”

Interior noise over sharp bumps or rough road texture

WHAT IS THE EFFECT OF SHOCK ABSORBERS ON NVH?

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Hydraulic Shock Absorbers arevelocity sensitive.

They are typically designed with aseries of:

Low-speed "Bleeds".

Mid-speed "Deflective discs".

High-speed "Orifices".

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Reboundor Extension

Jounce orCompression

Rebound Valve

Compresión Valve

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Hz

0 5 16 23PK’s MK’sSilent Blocks

Shock Absorbers& Springs Tyres

Piston rod speed in Hz

(Hz = Cycles per second)

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Upper mounting (loop)

Rubber bushing

Dirt shield

Oil seal

Piston rod guide

Chrome painted and super finished piston rod

Multi-stage valve system (compression)

Hydraulic Oil

Multi-stage valve system (compression)

Rubber bushing

Lower mounting (loop)

Upper mounting (loop)

Rubber bushing

Oil seal

Piston rod guide

Dirt shield

Chrome painted and super finished piston

Valving System

(Compression and rebound)

Floating piston

High pressure nitrogen gas

Rubber bushing

Lower mounting (loop)

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In a two-tube shockabsorber:

Why do we need asecond tube?

Oil

Oil

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Summary of why it blocks in compression stroke

If the piston rod israised this distance,this volume of oilneeds to transferfrom the lowerchamber to theupper chamber.

However, due to thevolume occupied bythe piston rod, thisoil is unable totransfer through thepiston rod valve,thus causing aBLOCK.

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FloatingPiston

But what happens with themono-tube shock absorbers?

Piston

PressurizedGas

Oil

Gas

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Two-tubes shock absorber Mono-tube shock absorber

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FT = P x ( x r2)

FT = 5 x (3,1416 x 0,72)

FT = 7,69 Kg

Which is the real effort that the shock is making dependingupon the technology ?

Depending on the technology inside,

FT = PT x ST

FM = P x ( x r2)

FM = 30 x (3,1416 x 0,72)

FM = 46,18 Kg

FM = PM x SM

14 mm

TWIN-TUBE 5 BarMONO-TUBE 30 Bar

Oil

Gas

Oil

Oil

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Maintains level ride height.

Ideal for heavier application.

Can adapt to variable weight.

In-cab adjustable electronic air pump kit, alsoavailable (CK-12).

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Maintains level ride height, when loaded.

Reduces lean and sway.

Supports up to 600 kg. (Fully compressed).

Up to 125 kg. tongue weight.

Ideal for variable loads.

No maintenance.

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Outer Tube

Oil Reservoir

Lever position Pump Rod (Height Regulator)

Cylinder Tube

Damping Valves

Pump Chamber (w/inlet and outlet valve)

Release Bore

High Pressure Chamber (HP)

Piston Rod (support element)

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STANDARD AIR NIVOMAT

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Excess weight transfer will cause unloaded tyres to pass very abruptlyfrom sticking into sliding.

The handling of the car will be dramatically reduced.

WHAT IS THE EFFECT OF SHOCK ABSORBERS ON WEIGHT TRANSFER?

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W: 1.000 Kg (Total Weight).CGH: 0,60 m (height of the CG).WB: 2,375 m (distance betw. Axles).F: 0,8 g (Breaking Force).

Weight Transfer (T):

T= (W x CGH x F) / WB

1000 x 0,6 x 0,8

2,375= 202 kgT =

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1000 x 0,6 x 0,8

1,324

W: 1.000 Kg (Total Weight).CGH: 0,60 m (height of the CG).TW: 1,324 m (distance betw. Wheels).F: 0,8 g (Inertia Force).

Weight Transfer:

WT= (W x CGH x F) / TW

= 363 kgWT=

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Important considerations regardingthe EUSAMA suspension tester.

Key factors which impact on thetest results.

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CALCULATION

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DISADVANTAGES

The Suspension Tester does notonly test the shocks.

The Suspension Tester tests allthe suspensionelements at the same time.

TO TEST THE SHOCKS PROPERLY:

There is only one way to correctly test the status of a shockabsorber:

Remove it and the rest of the suspension elements from the car,and test it in a dynamometric tester.

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OTHER FACTORS WHICH AFFECT THE RESULTS OF THE EUSAMATESTER:

Other suspension elements such as Silent-Blocks, Bushings, etc.

Tyre type and status (Harder, older Worse results)

Tyre pressure (Less pressure Better results)

Shock absorber linkage (MK´s, screws torque, etc)

Hand brake (On Better results)

Shock absorber temperature (Warmer Softer)

Weight of the vehicle (Overloaded Better results)

Size of the vehicle (More weight Better results)

Suspension type (Mac-Pherson strut, conventional shockabsorber, rigid axle or independent suspension, sway bar, etc.)

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AW= Adjusted Weight = Natural Weight - weight loss due tothe oscillations of the Eusama test

NW= Natural Weight, is the weight of the axle measuredthrough the wheels at the Eusama tester platform in staticmode.

AW

EUSAMA FACTOR = ------------------ x 100

NW

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COMPRESSION

REBOUND

0,12

0,42

0,74

Piston Rod Speed (m/s)

Compression Efforts DaN (1DaN=0.98Kg)

Rebound Efforts DaN

27

77

160

44

154

313

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Diagnosis of theSuspension System

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Lift and lower wheel,feel for free play.

Rock in and out attop and bottom.

Support under subframe

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Inspect for corrosion 30cm around suspensionmountings.

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Uneven wear of tyre surface is usually due to worn out shock absorbers.

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This is a picture of "normal" tyre wear. Although this tyre does notappear to be perfectly smooth such type of wear is expected. Thedesign of the tread is what causes this pattern of wear. This tyre hasbeen in service on a vehicle that has had its alignment, wheelbalance and tyre rotation maintained on a regular basis.

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The tyre wear in this picture has been caused by incorrect camber.Incorrect camber will cause either inside or outside shoulder wear.If the camber is too positive (top of tyre leans out) it will causeoutside shoulder wear. If the tyre leans in too much at the top,negative camber, it will cause the inside of the tyre to wear. Tocorrect this type of tyre wear the camber will have to be adjusted.

Caster angle

Combined angles

Included angle

Movie

Movie

Movie

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The wear on this tyre has been caused by a combination of weakshocks/struts and a wheel balance problem. If the shock/strut isweak then the tyre is allowed to leave the ground and wear canoccur. If the tyre is out of balance then the tyre wear will be evenmore pronounced because the tyre will spend even more time offthe ground.

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This tyre is off the rear of a front wheel drive vehicle. The rear toe isincorrect on this wheel which caused a diagonal wear pattern acrossthe tread. Most front wheel drive vehicles allow for the rear toe tobe adjusted either with factory adjusters or with the installation ofan aftermarket kit.

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This tyre has experienced wear that was caused by being run withtoo low an air pressure for an extended period of time. There is alsoa slight toe problem that has surfaced as well. Tyre pressure iscritical to maintaining proper tyre life.

TREAD CONTACT WITH ROADUNDERINFLACTION

UNDERINFLACTIONSHOULDERS OF TREAD WORN

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The tyre wear on this tyre is called "feather-edge" wear and iscaused by incorrect toe. if the toe is incorrect it results in the tyresbeing dragged across the road. How much they are draggeddepends on how far out the toe is. If the toe is out as little as 1/8" itwill result in the tyre being dragged 28 feet sideways for every miledriven.

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Oil loss / Rust

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Consider thecontamination effecton the piston rod.

Check dust coversand compressionbumpers.

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top mount.

bottom mount.

Fixing devices

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A cracked or abnormally deformed mounting bush may cause noisein the suspension when Accelerating / Braking / or going overobstacles.

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Corrosion

Damage

Coil Springs /Spring Plates

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Deformation of the body of the shockabsorber may slow down or stop the pistonas it goes back and forth.

This can be caused by a car accident orstone damage from having driven onbad roads.

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Danger

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How often does a shock absorber compress & extend per km?

5000-7000 times

source: TE

50.000 km = 250.000.000x

100.000 km = 500.000.000x

A shock is a wear and tear product!

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Effects on safetyof a worn outshock absorber

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The average contact area of the tyres to the road is:

0,1 m2 or 4 post cards per vehicle

If shocks are worn out the contact area decreases dramatically.

source: TÜV tests

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At 80 km/h on an uneven surface with 50% worn out shocks =2,6 m additional braking distance.

Safety-Reserve +2,6 msource: TÜV tests

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source: TÜV tests

Influence of 50% worn out shocks on a vehicle equipped withABS (Anti-lock Brake System) /ESP is even greater!

Test: Ford Fiesta at 80 km/hWorn shocks = 43,60 mGood shocks = 37,80 m

Safety-Reserve:+ 5,80 m

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ABS? ABS?

Shock absorbers: An elementary part of theSafety Triangle

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Stability when cornering = - 7 km/h ( Radius 40 m) at 60 km/hwith 50% worn shock absorbers.

source: TÜV tests

Safety-Reserve + 7 km/h

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With 50% worn shock absorbers and 6 mm of surface water, thevehicle started to aquaplane at 109 km/h.

With new shock absorbers the vehicle started to aquaplane at125 km/h.

Safety-Reserve + 16 km/h

source: TÜV tests

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Worn Shock Absorbers can alter the height of our lights and“dazzle” a vehicle driving in the opposite direction.

source: TÜV tests

Increased Accident Risks!

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A 50% worn out shock absorber can increase driver fatigue by upto 26%.

source: TÜV tests

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Braking DistanceAvoidance Manoeuvre

Tyre Contact

Roadholding

Stability

Dazzle Effect

AquaplaningCornering

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Emission ControlEuropean Training

Review

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MAIN FUNCTIONS OF THE EXHAUST SYSTEM

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What are the main funtions of an exhaustsystem?

Emission Control

Sound Reduction

Correct canalization of exhaust gases towards theoutside.

Optimizing engine efficiency.

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Working principle of the main types of actual vehicle engines:

Otto four stroke engine.

Valve Overlap.

Two stroke engine.

Wankel engine.

Movie

Movie

Movie

Movie

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The effect on the valve seats due to a higher back pressurethan prescribed by the O.E.

Burning fuel

Overheated material

Valve seat damage due to microwelding effect

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Right Backpressure level

Increase of HC values.

Increase of O2 values.

Fusion of monolith surface (destroying

catalytic reactions = Increase of HC,

CO, NOx).

Loss of engine power.

Possible Exhaust explosion.

Increase of HC values.

Increase of O2 values.

Fusion of monolith surface

(destroying catalytic reactions =

Increase of HC, CO, NOx).

Loss of engine power.

Microwelding of valve seats.

LOWER BACK

PRESSURE(-) HIGHER BACK

PRESSURE (+)

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Acoustic absortion materials

Biosil wool or mineral f¡bre

Very good sound absorption.

The Biosil fibre, when becomingdamp, compresses and loses itssound absorption properties.

Less consistence of the soundprotection effect due to chemicaldegradation in presence ofwater.

E-Glass fibre

It does not absorb thecondensation.

Better protection againstinternal corrosion.

Automated filling process.

Sound Protection assuredduring the life cycle of themuffler.

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Depending on the function thatthey carry out.

How many differenttypes of exhaustsystem parts exist?

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ABSORPTION MUFFLER.

The material within the muffler absorbs the noiseinstead of transmitting it.

Material: Biosil wool or E-Glass fibre.

It offers very low back pressure.

Specially effective in eliminating high frequencies.

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REFLECTION MUFFLERS.

The sound waves are reflected in the differentchambers.

The sound level is reduced directlyproportional to the kinetic energy of the gas.

Specially effective to eliminate Low Frequencysound.

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Combination of absorption and reflection.

80% of the mufflers are designed this way.

Double leaf housing for better sound reduction.

MIXED MUFFLER

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Excellent noise attenuation at low frequencies.

Full control on back pressure.

Reduced muffler volume up to 30%.

Less weight of exhaust system = Less fuel consumption = Lessharmful emissions = Less environmental damage.

The Semi Active Muffler (SAM)

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It is used in lean mixture engines, like Diesel ones. The eliminationof NOx gases cannot be done with this type of catalytic converter.

2 Way Catalytic Converter

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3 Way Catalytic converter with air intake.

Made of two monoliths, 1streduces the NOx and 2

ndoxidizes the

HC and CO.

It is exclusively made for American vehicles.

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3 Way Catalytic converter

For correct operation, it is necessary that the mixture relation ofair/fuel is near the Stoichiometric value (1:14,7).

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When a certain particulate load level is reached, the diesel particulate filtermust be regenerated to prevent a drop in vehicle performance. The O2

-based regeneration process requires a relatively high supply of energy,usually provided by post-injected fuel. An exothermal reaction in anoxidation catalyst immediately in front of the diesel particulate filtergenerates the required temperature for the combustion process. Use of anadditive (Eolys) which is mixed with the fuel by a dosing unit, significantlylowers the energy required for the regeneration process.

One disadvantage of this principle is the deposit of additive oxides in thefilter. This leads to an undesirable increase in exhaust back pressure asmileage increases and this results in increased fuel consumption.Therefore, the filter must be cleaned at specific intervals, generally after80,000 km (or after 120.000 km in new models)

Additive-assisted diesel particulate filter regeneration.

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Regeneration:

When target value pressure loss is reached, the control system (4)transmits the signal for regeneration (every 400-500 km).

Additive is mixed with the fuel to reduce the soot combustiontemperature (5).

Post-injection of fuel which burns in the oxidation catalyst (6) increasesthe exhaust temperature.

Soot in the diesel particulate filter is oxidized.

Filter is cleaned of ash residues (particularly additive oxides) in thegarage every 80,000 km by flushing with water under high pressure.

All processes take place automatically without driver intervention andwithout effect on driveability.

ADITIVE ASSISTED DPF - WORKING PRINCIPLE

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In continuous regeneration, a 2-way catalytic converter is providedupstream of the DPF to convert NO to NO2. NO2 can oxidize soot at typicaldiesel exhaust temperatures and thereby effectuate continuousregeneration. The forced regenerative Diesel Particulate Filter (DPF) usessilicon carbide filters. In this type of system no external additives (likecerine) are used for the regeneration process when driving in urban areasand for high-speed driving, which makes it a reliable, durable andefficient device. Regeneration of accumulated soot in DPF is not possiblewith “passive” systems when we drive the vehicle inside the city and thetemperature in the exhaust is not enough to burn the particles stored init. Therefore, in these situations other processes appear, which includedifferent injection events (post injections) and different air managementoccurs using electronic control of fuel injection equipment.

ExhaustGases

ContinuousRegenerationUsing NO2

Oxycat(2 way catalytic converter)

Anti particle filterSilicon carbide filter

CONTINUOUS REGENERATION DPF - INTERNAL VIEW

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Designed to transform NOx into Nitrogen andwater in diesel Heavy Duty vehicles & passengervehicles.

Pre-equipped in the vehicle in OE.

Reactant component is UREA (AdBlue™) whichis injected into the system just before NOxcatalyst.

Hard & software changes required.

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Controller

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Hydrogen SCR (Selective Catalytic Reduction) system is designed to reduce

nitrogen oxides of combustion engines by the use of hydrogen as a reactant.

SCR catalyst capture the NO and NO 2 molecules which are burned later with

the help of the reductant (hydrogen) injected in the system.

Controller

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Ultra Light Mufflers

Designed for decreasing the weight of the

exhaust system up to 40% while maintaining

the durability and functionality of the whole

exhaust system.

Less weight = less consumption = less CO2pollution

Tubular Integrated Converter (TIC)

Made of hot rolled stainless steel tube.

Coated monolith in one-piece housing.

Lowest possible weight = less consumption

level = less CO2 pollution.

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Lean NOx Trap is designed to transform nitrogen oxides into non polluting gases

in lean A/F ratio engines.

NOx Trap unit absorbss NOx molecules under lean conditions and reduces and

releases the absorbed NOx under rich conditions.

The absorbent is typically an alkaline earth compound, such as BaCO3 and the

catalyst is typically a combination of Rhodium and Platinum.

In lean environment the catalyst speeds up the oxidizing reaction (transforming

CO and HC into CO2 and H2O) and stores NOx. When the mixture is changed to

rich the NOx is reduced into nitrogen and water.

NOx & T

NOx Trap catalyst

DOC & DPF

ECU

Pressure & Temperature

Lean Mixture

Rich Mixture

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Causes of a muffler substitution

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Material Failure.

Rust (Internal or external).

Vibrations (not warranty) due to:

Exhaust rubber supports.

Engine rubber supports.

Elastic joining of the transmission.

Wrong Use (incorrect application).

High Back Pressure.

Low Back Pressure.

Why we change a muffler?

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Failure reasons

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Wear.

The normal working life of the converter is between 80.000km. and 120.000 km. in optimal working conditions.

Poisoning:

Due to lead in the fuel and phosphorusfrom the oil.

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Monolith fusion.

Due to partial or total combustionfailure in one or several cylinderswhich would cause the fuel in thecatalytic converter to burn.

Failure of back pressure (positive ornegative) that will cause smallamounts of fuel to burn in thecatalytic converter.

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Monolith Plugging (obstruction).

Soot deposits due to rich air/fuel mixtures.

Phosphorus deposits due to excessive oilconsumption.

Failure due to incorrect air/fuel mixture and wrong backpressure.

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Breakage of the Monolith.

Vibrations, due to a loose or badlyfixed exhaust system.

Worn out engine, exhaust ortransmission rubber supports.

Impacts with road obstacles.

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ALUMINIZED STEEL

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What is aluminized steel?

LAMINATED STEEL

ALUMINIUM

ALUMINIUM

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Aluminized Steel 80gr/m2

one leaf 1,2 mm.

Aluminized Steel 120gr/m2

one leaf 1,2 mm.

Aluminized Steel 120gr/m2,

two leaves (0,5mm+0,7mm).

Aluminized Steel,two leaves (0,5 mm. 150gr/m

2

+ 0,7mm. 120 gr/m2).

Working lifein Months

Are all equal ones?

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NEW WALKER QUALITY PLUS

1,5mm Aluminizedsteel 120g/m

2

Outer Covers 0,7 mm Aluminizedsteel 120 gr/m

2

external housing

1,5 mm. to 2mmthicknessAluminized steel120g/m

2Pipes

Inside leaf made of0,5 mm thicknessAluminized steel120 gr/m

2Inner and outer welds ofAustenitic Stainless steel withalloy of Chrome-Vanadium

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Nox HC+Nox PART. IMPLEMENTATION

1992.07

HCCO

1996.01

2005.01

2009.09b

0,14(0,18)

0,08

0,005e

0,97(1,13)

0,70,01

2,72(3,16)

1

EURO 1+

EURO 2,IDI

EURO 4

EURO 5

DIESEL

2014.090,005e

0,080,1c

0,5EURO 6

* At the Euro 1..4 stages, passenger vehicles >2,500 Kg were type approved as category N1 vehicles.+ - Values in brackets are conformity of production (COP) limitsa- Until 1999.09.30 (after that date DI engines must meet the IDI limits)b- 2011.01 for all modelsc- And MNHC = 0,068 g/kmd- Applicable only to vehicles using DI enginese- Proposed to be changed to 0,003 g/km using the PMP measurement procedure

1996.01a

0,100,90,011EURO 2, DI

EURO 3 2000.010,050,5

0,18

0,25

0,56

0,0250,3

0,64

0,5

0,075 0,230,5

0,17

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Nox HC+Nox PART. IMPLEMENTATION

1992.07

HCCO

1996.01

2000.01

2005.01

2009.09b

0,005d,e

0,97(1,13)

0,5

2008

0,15

0,08

0,06

0,2

0,1

0,1c

2,72(3,16)

2,2

2,3

1

1

EURO 1+

EURO 2

EURO 3

EURO 4

EURO 5

PETROL(Gasoline)

2014.09Emission limits in (gr/Km) - Petrol

Vehicles0,005

d,e20080,060,1

c1EURO 6

* At the Euro 1..4 stages, passenger vehicles >2,500 Kg were type approved as category N1 vehicles.+ - Values in brackets are conformity of production (COP) limitsa- Until 1999.09.30 (after that date DI engines must meet the IDI limits)b- 2011.01 for all modelsc- And MNHC = 0,068 g/kmd- Applicable only to vehicles using DI enginese- Proposed to be changed to 0,003 g/km using the PMP measurement procedure

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AFTER MARKET vs ORIGINAL EQUIPMENT

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1.What does it mean for a muffler or a catalyticconverter to be homologated?

2.What are the tests that a muffler or a catalyticconverter has to pass to obtain the homologationcode?

3.Why Tenneco Automotive as an Exhaust & CatalyticConverter manufacturer has to homologate theirproducts?

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4.What are the real differences between a homologatedand non-homologated unit?

5. How can we check if an exhaust or a catalyticconverter is homologated?

6. If homologation is necessary, why are there stillsome manufacturers who are sellingnon-homologated products?

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1. What does it mean for a muffler or a catalytic converterto be homologated?

Homologated = Original Equipment (noise levels &performance of the vehicle.)

It has passed all the tests in order to obtain governmentapproval.

It's the best choice in order to obtain maximum power & lessconsumption rate.

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Static Noise.

Dynamic noise (Pass-by).

Back pressure.

Adaptability.

Precious metals (Catalytic Converters).

2. What are the tests that a muffler or a catalytic converterhas to pass in order to obtain the homologation code?

The necessary tests to guarantee the homologation of theexhaust systems and catalytic converters are:

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Static Noise.The test of static noise is made with thehelp of a sound level meter, by revolutionof the engine to 75% of rpms indicated forthe maximum horsepower given by themanufacturer.

The level of noise registered must be smaller than 72dB andsmaller than the level emitted by O.E.

The test is a comparative one between theMuffler of O.E. and the A.M. one.

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Way of measuring the Static noise test.

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Dynamic Noise

The test is made in a circuit of second and third speeds.

The noise registered in both tests does not have to exceed the O.E.

Exceeding the level of 72 dB in the test of Pass-by is not allowed.

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Back Pressure

The test of back pressure is made bycomparing the values of backpressure in the A.M. with the valuesof the O.E. ones.

First, the back pressure of the O.E. systemis measured by a small hole in the ExhaustManifold, later the piece that is beinghomologated is replaced by the A.M. oneand the measuring process is repeated.

To be homologated, the differentialbetween the back pressure of O.E.and A.M. must be less than 25%.

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Figure 1.Single Pipe

Measurement points – Back pressure of the exhaust system.

Single Pipe“Y” shape

Figure 3.Double Pipe.

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Adapatability

The replacement piece must bemounted without any need ofadaptation, cutting, welding,dubbing, etc.

In essence, to be homologated, thepiece must have the connectionsequal to O.E. in order to facilitate itsinstallation to the maximum.

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3. Why Tenneco Automotive as an Exhaust & CatalyticConverter manufacturer has to homologate its products?

Because of the European guidelines 96/20/CEE & 70/157 andtheir latest updates. Today being homologated is not anoption, it´s law.

It's forbidden to install non-homologated mufflers or catalyticconverters within the European Community borders.

We have to be sure that the engine gives the maximumperformance and respects the environment.

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The European Guideline 70/157/EEC with its latest updatesregulates the EEC homologation of exhaust systems. Thisguideline fixes the specifications relative to noise levelsand measurement of performance of the vehicle (BackPressure level).

The Regulation 103 of the United Nations and also CommunitarianGuidelines 79/220 and 70/157 with their later updates, reportclearly about the non-homologated Catalytic Convertersand also (the Communitarian Guideline 70/157) indicatesanalogous criteria in respect of the exhaust systems.

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If you are not sure whether the muffler or catalytic converter ishomologated, ask for the approval documents (look for thegovernment logo in the papers).

Look for the homologation code in the exhaust or catalytichousing.

4. How can we check if an exhaust or a catalytic converter ishomologated?

GERMANHomologation

SPANISHHomologation

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e 9 030148

Homologation Guideline.

Homologation Number.

Guideline 70/157/EEC Nº 00




Homologation Country.

a

a/3a/32a/3

A = 8 mm


EUROPEAN HOMOLOGATION MARK FOR EXHAUST (SILENCERS).

“1” Germany“2” France“3” Italy“4” Nederland“5” Sweden

“6” Belgium“9” Spain“11” United Kingdom“12” Austria“13” Luxemburg

“17” Finland“18” Denmark“21” Portugal“23” Greece“Irl” Ireland

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103R 001234E9

Homologation Number.

a/22a/3

European Regulation

a/3

a 8 mm

103 00 0148a/2a

a/2

59 00 0148 a/2

a/3

a/3a/3

a/3

Homologation Guideline.

European Regulations (in its initial stage) Homologation Number.


EUROPEAN HOMOLOGATION MARK FOR CATALYTIC CONVERTERS.

E9

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TÜV HOMOLOGATION MARK

Homologation Guideline. Homologation Nº.


Apart from the homologation mark approved for the EEC, exhaustsystems can also be marked with the German homologation, whichwas issued by the organisation TÜV of German Certifications. Thishomologation is perfectly valid, because technical requirements forit were harder in many cases compared to the later ones imposedby the EEC :

TÜV CERTIF. Nº 92/1001

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5. What are the real differences between homologated andnon-homologated units?

Universal (Always Non-homologated):

Adaptable to all cars within similar parameters.

It´s required to make welds which then makesassembly difficult.

It does not respect the performance of the vehicle.

Examples of FalseCodes on Products

First 2 digits are allways 00,01, 02 or 03

Only lowercase e is valid

Only appears on one line Number is composed of 2digits + space + 4 digits

Only capital E is valid

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Universal Exhaust Systems Vs Homologated

HOMOLOGATED

It only serves the vehicle for which it has been homologated.

It has a Homologation Certificate, which can be requested by theconsumer and government.

All the units show their Homogolation numbers printed on theirhousings.

They are similar in morphology and performance to the originalone. The reason why, is that they guarantee and respect all theparameters of operation of the engine of the vehicle for whichthey have been homologated.

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Universal Exhaust Systems Vs Homologated

HOMOLOGATED

Its installation is very simple and does not require weld, becauseit is identical to the original one and is placed by means ofscrews.

They have warranty.

Its use avoids damage that can be produced in the engine by theuse of non-homologated exhaust systems.

It's impossible for a universal catalytic converter or for a mufflerto be Homologated by EEC, because by their own definition theyare opposite concepts.

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The cost of development of each new muffler or catalyticconverter is approximately 5.000€.

The cost of technical tests made by government inspectors forobtaining the approval documents of a muffler are approximately1.200€ per reference and more or less 10.000€ per reference ofa catalytic converter (it doesn’t matter if you pass or not passthe tests).

Thus, this is the main reason for some companies to continueselling their products in an illegal way (without homologatingthem) - thus causing problems for the professional installers, theend-users and the environment.

6. If homologation is necessary, why are there somemanufacturers who are still selling non-homologatedproducts?

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The Lambda Factor

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The lambda factor ( )

Lambda Factor or Air Ratio, is used to define the value of themixture Air/Fuel. This coefficient comes defined by:

Real weight of the air

Theoretical weight of the air

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RICH

0,75The engine suffocates. The mixture is hardly inflammable. If the mixture becomes richer the motor will stop with excess of fuel.

0,75-0,85

Very rich mixture, it provides a significant increase of power at very short intervals. This type of mixture is used during acceleration and if maintained for too long, the engine will crash.

Rich mixture, between these values of lambda is where the engine gives us the highest power rate in a continuous form, but it has an indirect effect on the engine, which is the reason why it does not have to be used for normal driving.

0,85-0,95

IDEALCorrect mixture. This Lambda Factor rate is where the engine has to work normally, to optimize its life and performance.

0.99-1.01

LEAN

Lean mixture. The motor loses power but it obtains a minimum consumption.

1.01-1.15

Very poor mixture. The engine loses much power and increases the consumption. Problems of pre-ignition and false explosions in the exhaust system.

1.15-1.30

The mixture is hardly inflammable. The ammount of fuel is not enough to ingnite the mixture. The engine stops.

1.30

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Injector

E.C.U.

Engine

Catalytic Converter

Lambda Sensor

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Lambda Sensor Types:

also called E.G.O. (Exhaust Gas Oxygen sensor):

Depending of the way of working we candistinguish 3 types of Lambda Sensors:

Zirconium oxide lambda sensors.

Titanium lambda sensors.

Wide band lambda sensor, also calledL.A.F. sensor (Lean Air Fuel Sensor)or U.E.G.O. (Universal Exhaust GasOxygen Sensor).

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Lambda Sensor'sMain Problems

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Main Problems of Lambda Sensors

Lambda sensor damaged due to the use of leaded petrol orother additives containing lead.

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Lambda sensor damaged due to a rich air/fuel mixture mode(Emergency mode).

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Poisoning by antifreeze coming from the refrigeration circuit.

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Poisoning by silicone coming from the isolating paste used ininstallation, and any additives that are contained in the paste.

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Poisoning from excessive consumption of oil.

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When the engine has reached the right operating temperature,increase the engine speed to 2.500 rpm for three (3) minutes,in order to make sure that the operating temperature of thecatalytic converter has reached 350 ºC.

Checking of the catalytic converter status by the use of 4gases machine, Good Values.

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CO less than 0.2%

CO2 more than 13.5%

HC less 15 ppm.

O2 less than 0.2%

Lambda btw. 0.99 & 1.01

R.P.M. 2.000

Checking of the catalytic converter status by the use of 4 gasesmachine, Good Values.

Check that the catalytic converter is operating correctly, i.e.:

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Is E.M. on?

CO>0,3%

HC>125ppm

co<0,3%

25<HC<125

O2>0,2%

CO<0,3%

HC<20ppm

O2>3%

1,8<CO<2

380<HC<400

O2<0,2%

0,3%<CO<1,8%

125<HC<380

0,2<O2<--

CO>2%

400<HC<500

O2<0,1

CO>0,3

1300<HC<1800

2<O2<5,5%

CO>0,3

HC>1850

O2>5,5%

Back Pressure failure

(Positive or negative)Air intake in the Gas

Analyzer hose. Gas

analyzer failurePure Emergency Mode

(Lambda Sensor / NTC /

ECU wires/connectors)

Emergency Mode

(Air intake between the

exhaust port and the

Lambda sensor)

Emergency mode

(Air intake problems, too

low quantity of air in

the mixture)

Partial failure of a

cylinder

(ignition system failure,

Compression, etc).

Complete Cylinder failure,

(ignition system failure,

Compression, etc)

Yes

No No

Yes

Yes

Yes

Yes

Yes

Yes

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Documents

Ride Control