Many Victorian public sector agencies are now using the internet to improve the community’s access to information and to deliver services to their customers. Their use of the internet for internal purposes also continues to grow. As it does, so does the need for effective internet security to provide a reliable and problem-free environment for users, and to safeguard agency data.
This guide, and the supporting check list, serves as a practical resource for chief information officers, business managers, information technology staff and audit committees, to help assess and improve their agency’s internet security practices.
The guide sets out the main issues that need to be considered when assessing the effectiveness of security over an internet system. It provides a starting point for a planned and structured approach, at an “overview” level, to such assessments. As agencies will have their own particular security needs and procedures, they should also consult with vendors, relevant regulatory bodies and information security organisations to obtain further information about the particular requirements of their specific systems.
This guide has been developed by the Victorian Auditor-General’s Office, drawing on work undertaken during recent audit examinations of internet security management across Victorian public sector agencies. Selected government departments and other agencies were also consulted during its development.
In producing the guide, we aim to raise awareness in all Victorian public sector agencies, including local government councils, of good practices to address internet security threats and risks. These practices should form part of the broader security arrangements over agency information technology (IT) systems, which should address both internal and external security threats and risks.
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Sunday, July 27, 2008
F-Secure Internet Security 2008
Feel free to discover, create, share, connect and make the very most of your digital life. All you need is the spirit of adventure and a healthy PC that shrugs off online threats before they strike. F-Secure is committed to enable its customers to soar with the possibilities of the Internet, letting their security worries behind to be handled by our professional service. Security should no longer be defined in terms of fear, but in terms of enablement and opportunity. In today’s connected world of possibilities, why ask “Can I?” Sure You Can!
F-Secure® Internet Security™ 2008 provides a complete and easy-to-use protection against all Internet threats, whether they are known or previously unidentified. It includes an award-winning antivirus, an easy-to-use personal firewall, an improved antispyware and a new technology, F-Secure DeepGuard™ that constantly monitors the very heart of your computer, ensuring that no malicious programs can take over your computer even if you do not have all the latest updates. In addition, the product filters unwanted spam and so-called phishing attempts from your e-mail, and with the parental control, you can block access to websites with questionable content.
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F-Secure® Internet Security™ 2008 provides a complete and easy-to-use protection against all Internet threats, whether they are known or previously unidentified. It includes an award-winning antivirus, an easy-to-use personal firewall, an improved antispyware and a new technology, F-Secure DeepGuard™ that constantly monitors the very heart of your computer, ensuring that no malicious programs can take over your computer even if you do not have all the latest updates. In addition, the product filters unwanted spam and so-called phishing attempts from your e-mail, and with the parental control, you can block access to websites with questionable content.
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Internet Security and Acceleration Server Health Check
The Microsoft® Internet Security and Acceleration (ISA) Server Health Check provides an opportunity to review the configuration of your ISA Server environment and identify any potential threats that could impact your organization. The engagement uses a number of tools to collect data and statistics that help to identify performance enhancements, security risks, and client configuration concerns. The tools are passive and only collect information about your ISA Server configuration—they do not make any changes to the configuration itself.
During the health check, your staff will be taught how to analyze the data collected, diagnose ISA Server problems, and accelerate the resolution of problems. This process will maintain the efficiency of your ISA Server configuration and minimize the risk of internal and external attacks on your server and your internal clients. Follow-up sessions are available upon request.
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During the health check, your staff will be taught how to analyze the data collected, diagnose ISA Server problems, and accelerate the resolution of problems. This process will maintain the efficiency of your ISA Server configuration and minimize the risk of internal and external attacks on your server and your internal clients. Follow-up sessions are available upon request.
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Friday, July 25, 2008
Bootstrapping the Adoption of Internet Security Protocols
The deployment of network-wide security enhancements to the Internet has proven more difficult than many had initially anticipated. We leverage existing models of networks’ value to model the problem of bootstrapping the adoption of security technologies. We describe a variety of policy interventions and deployment strategies that can help to catalyze this adoption. Using this framework, we provide a series of short case studies for previous attempts to deploy security technologies to the Internet. We then provide a detailed study of strategies for deploying security-enhanced protocols into the Internet’s Domain Name System (DNS). Finally, we show how the adoption of these DNS security enhancements can help to alleviate bootstrapping problems that have impeded the deployment of other security-enhanced protocols.
To model the problem of deploying new security technologies into an existing network infrastructure, we begin by assuming that the existing network has a set of users U. Deploying the security technology comes at a cost. We will focus on the per-user cost of deployment as these costs are often the primary barriers to adoption. We define c i to be the fixed cost for user u i ∈ U to deploy the technology. We assume that this cost-to-adopt remains constant; however, if the adoption cost depends on the adoption choices of other users, the cost could easily be represented as a function.
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To model the problem of deploying new security technologies into an existing network infrastructure, we begin by assuming that the existing network has a set of users U. Deploying the security technology comes at a cost. We will focus on the per-user cost of deployment as these costs are often the primary barriers to adoption. We define c i to be the fixed cost for user u i ∈ U to deploy the technology. We assume that this cost-to-adopt remains constant; however, if the adoption cost depends on the adoption choices of other users, the cost could easily be represented as a function.
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Internet Security Intelligence
The VeriSign Internet Security Intelligence Briefing reports current trends for Internet growth, usage, security, and online fraud. This briefing includes data and intelligence drawn from VeriSign’s Internet infrastructure services, including Domain Name System (DNS) services, digital certificates (SSL and PKI), Managed Security Services (MSS), Payments, and Fraud Protection Service 1. This briefing reports on data gathered from July through October 2004.
This briefing presents:
• Threat and vulnerability trends across the Internet from July through September 2004
• A spotlight on spam
• Best practices with which to thwart spam and phishing
• Detailed trends on Internet usage
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This briefing presents:
• Threat and vulnerability trends across the Internet from July through September 2004
• A spotlight on spam
• Best practices with which to thwart spam and phishing
• Detailed trends on Internet usage
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Using Cartoons to Teach Internet Security
Online fraud is threatening organizations and individuals alike, and many fear that it can turn into a weapon of electronic warfare within the not so distant future. There is a strong consensus that we, as a society, need to improve our resilience against this threat. This goal can be reached using at least three principal approaches: Software-based security initiatives, legal and regulatory efforts, and educational approaches. While the approaches are complementary, they are not entirely independent. For example, legal and regulatory efforts are limited by technological issues for detection and enforcement. Likewise, the impact of client-side software initiatives is affected by educational efforts relating how to use the technology, and how to maintain the integrity of deployed software. In turn, regulatory efforts fuel software development and deployment, and recent FFEIC guidance [19] encourages financial institutions to educate their clients.
While technical efforts to fight the problem proliferate, and legal and regulatory approaches are rapidly catching up, we argue that the development of educational efforts have been left behind. Consumers are faced with a bewildering array of advice of how to stay safe against identity thieves, but we are not certain that any of the efforts manage to communicate a basic understanding of what to do and why. Current advice comes in many forms, from the terse online resources of financial institutions to in-depth self-help books describing how to to obtain access to credit reports. Consumers are advised to buy and use paper shredders; look for icons indicating that sites are hacker safe, use encryption, and that are members of the Better Business Bureau. At the same time, the typical Internet user does not know how to identify a phishing email [48], but often [29] relies on checking spelling and identifying known deceit techniques. Many consumers do not realize how easy it is to clone an existing site (e.g., using a tool like WebWhacker [57]) but interpret convincing website layout as a sign of legitimacy. It is not surprising that the average consumer has a rudimentary understanding of the threat, both due to the fact that he or she does not understand the intricacies of the Internet, and due to the difficulties of communicating complex notions to users that would rather not be involved at all. To make it worse, phishing is both a matter of technology and psychology [30, 49], and there is ample evidence (see, e.g., [39]) supporting that most people want to trust what they see.
Get pdf Using Cartoons to Teach Internet Security
While technical efforts to fight the problem proliferate, and legal and regulatory approaches are rapidly catching up, we argue that the development of educational efforts have been left behind. Consumers are faced with a bewildering array of advice of how to stay safe against identity thieves, but we are not certain that any of the efforts manage to communicate a basic understanding of what to do and why. Current advice comes in many forms, from the terse online resources of financial institutions to in-depth self-help books describing how to to obtain access to credit reports. Consumers are advised to buy and use paper shredders; look for icons indicating that sites are hacker safe, use encryption, and that are members of the Better Business Bureau. At the same time, the typical Internet user does not know how to identify a phishing email [48], but often [29] relies on checking spelling and identifying known deceit techniques. Many consumers do not realize how easy it is to clone an existing site (e.g., using a tool like WebWhacker [57]) but interpret convincing website layout as a sign of legitimacy. It is not surprising that the average consumer has a rudimentary understanding of the threat, both due to the fact that he or she does not understand the intricacies of the Internet, and due to the difficulties of communicating complex notions to users that would rather not be involved at all. To make it worse, phishing is both a matter of technology and psychology [30, 49], and there is ample evidence (see, e.g., [39]) supporting that most people want to trust what they see.
Get pdf Using Cartoons to Teach Internet Security
IBM Internet Security Systems X-Force 2007 Trend Statistics
The IBM Internet Security Systems X-Force® research and development team discovers, analyzes, monitors and records a wide array of computer security threats and vulnerabilities. According to X-Force observations, many new and surprising trends surfaced during 2007. The implications of these trends provide a useful backdrop in preparing to enhance information security in 2008.
For the first time, X-Force witnessed a reduction (-5.4 percent) in new vulnerability disclosures from the previous year. The drop could represent an anomaly, a statistical correction or a new trend in the amount of disclosures. 2005 and 2006 saw large spikes in vulnerability growth (approximately 41 percent each year) that were well above the X-Force Database historical average (27 percent a year). The 5.4 percent decline in 2007 could simply be a statistical correction to the growth in vulnerabilities in 2005 and 2006. Although the number of disclosures dipped in 2007, the drop (5.4 percent) is less dramatic than the decrease in vulnerability growth witnessed between 2002 and 2003 — as shown in Figure 1 and Table 1.
Although there was a decrease in overall vulnerabilities, high-priority vulnerabilities increased by 28 percent. Researchers could simply be focusing on the sometimes more difficult, high-priority finds.
Get pdf IBM Internet Security Systems X-Force 2007 Trend Statistics
For the first time, X-Force witnessed a reduction (-5.4 percent) in new vulnerability disclosures from the previous year. The drop could represent an anomaly, a statistical correction or a new trend in the amount of disclosures. 2005 and 2006 saw large spikes in vulnerability growth (approximately 41 percent each year) that were well above the X-Force Database historical average (27 percent a year). The 5.4 percent decline in 2007 could simply be a statistical correction to the growth in vulnerabilities in 2005 and 2006. Although the number of disclosures dipped in 2007, the drop (5.4 percent) is less dramatic than the decrease in vulnerability growth witnessed between 2002 and 2003 — as shown in Figure 1 and Table 1.
Although there was a decrease in overall vulnerabilities, high-priority vulnerabilities increased by 28 percent. Researchers could simply be focusing on the sometimes more difficult, high-priority finds.
Get pdf IBM Internet Security Systems X-Force 2007 Trend Statistics
Personal Internet Security
The Internet is a powerful force for good: within 20 years it has expanded from
almost nothing to a key component of critical national infrastructure and a driver
of innovation and economic growth. It facilitates the spread of information, news
and culture. It underpins communications and social networks across the world. A
return to a world without the Internet is now hardly conceivable.
But the Internet is now increasingly the playground of criminals. Where a decade
ago the public perception of the e-criminal was of a lonely hacker searching for
attention, today’s “bad guys” belong to organised crime groups, are highly skilful,
specialised, and focused on profit. They want to stay invisible, and so far they have
largely succeeded. While the incidence and cost of e-crime are known to be huge,
no accurate data exist.
Underpinning the success of the Internet is the confidence of hundreds of millions
of individual users across the globe. But there is a growing perception, fuelled by
media reports, that the Internet is insecure and unsafe. When this is set against the
rate of change and innovation, and the difficulty of keeping pace with the latest
technology, the risk to public confidence is clear.
The Government have insisted in evidence to this inquiry that the responsibility
for personal Internet security ultimately rests with the individual. This is no longer
realistic, and compounds the perception that the Internet is a lawless “wild west”.
It is clear to us that many organisations with a stake in the Internet could do more
to promote personal Internet security: the manufacturers of hardware and
software; retailers; Internet Service Providers; businesses, such as banks, that
operate online; the police and the criminal justice system.
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almost nothing to a key component of critical national infrastructure and a driver
of innovation and economic growth. It facilitates the spread of information, news
and culture. It underpins communications and social networks across the world. A
return to a world without the Internet is now hardly conceivable.
But the Internet is now increasingly the playground of criminals. Where a decade
ago the public perception of the e-criminal was of a lonely hacker searching for
attention, today’s “bad guys” belong to organised crime groups, are highly skilful,
specialised, and focused on profit. They want to stay invisible, and so far they have
largely succeeded. While the incidence and cost of e-crime are known to be huge,
no accurate data exist.
Underpinning the success of the Internet is the confidence of hundreds of millions
of individual users across the globe. But there is a growing perception, fuelled by
media reports, that the Internet is insecure and unsafe. When this is set against the
rate of change and innovation, and the difficulty of keeping pace with the latest
technology, the risk to public confidence is clear.
The Government have insisted in evidence to this inquiry that the responsibility
for personal Internet security ultimately rests with the individual. This is no longer
realistic, and compounds the perception that the Internet is a lawless “wild west”.
It is clear to us that many organisations with a stake in the Internet could do more
to promote personal Internet security: the manufacturers of hardware and
software; retailers; Internet Service Providers; businesses, such as banks, that
operate online; the police and the criminal justice system.
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Tuesday, July 22, 2008
GPH75 & GPHC Grout Hog® Owner's Manual
1. The Grout Hog® is a material delivery system and is not intended for any other use.
2. Make sure anyone operating the Grout Hog® is thor- oughly familiar with its operation. Keep all unauthorized and untrained personnel, especially children, away from Grout Hog®.
3. Consult forklift or crane manufacturer’s specifications to insure maximum load capacity is not exceeded.
Model
Empty Weight Max Gross Weight GPH75
1303lbs. (591.56 kg) 4303lbs. (1953.56 kg)
GPHC75 1393lbs. (632.42 kg) 4393lbs. (1994.42 kg)
Do not exceed Maximum Gross Weight
4. Always use skid pins and linch pins or safety chains when Grout Hog® is on lift forks.
5. Never run machine with end cap removed.
6. Stay clear of auger while machine is running. Keep all body parts, solid objects, clothing, and jewelry away from...
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2. Make sure anyone operating the Grout Hog® is thor- oughly familiar with its operation. Keep all unauthorized and untrained personnel, especially children, away from Grout Hog®.
3. Consult forklift or crane manufacturer’s specifications to insure maximum load capacity is not exceeded.
Model
Empty Weight Max Gross Weight GPH75
1303lbs. (591.56 kg) 4303lbs. (1953.56 kg)
GPHC75 1393lbs. (632.42 kg) 4393lbs. (1994.42 kg)
Do not exceed Maximum Gross Weight
4. Always use skid pins and linch pins or safety chains when Grout Hog® is on lift forks.
5. Never run machine with end cap removed.
6. Stay clear of auger while machine is running. Keep all body parts, solid objects, clothing, and jewelry away from...
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Hondalogger Manual
Hondalogger datalogging is enabled via the addition of a cable and computer chip to the interface board already installed as part of your purchase of the Hondata computer upgrade Stage 2.
Hondalogger software allows you to examine in real time (75-500 readings per second depending on computer) all values from all engine sensors and display an electronic version of the dashboard
Information in this detail has rarely been available before, allowing you see the relationships between variables and see the actual operating conditions of the engine on the road or track.
How fast was I going; what revs and throttle was I using; what gear was I in; how hot was the engine; are my injectors maxing out? Answers to these and many more. Honda Datalogger teaches you an immense amount about your car and driving.
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For example, changes in intake air temperature affects performance. Hondalogger allows you to graph the intake temperature over time and in different conditions, Then when you make changes, Hondalogger allows you to measure the changes and deter- mine if you are going forwards or backwards.
Hondalogger software allows you to examine in real time (75-500 readings per second depending on computer) all values from all engine sensors and display an electronic version of the dashboard
Information in this detail has rarely been available before, allowing you see the relationships between variables and see the actual operating conditions of the engine on the road or track.
How fast was I going; what revs and throttle was I using; what gear was I in; how hot was the engine; are my injectors maxing out? Answers to these and many more. Honda Datalogger teaches you an immense amount about your car and driving.
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For example, changes in intake air temperature affects performance. Hondalogger allows you to graph the intake temperature over time and in different conditions, Then when you make changes, Hondalogger allows you to measure the changes and deter- mine if you are going forwards or backwards.
HONDA GASOLINE ENGINE MODEL MTX-70 TAMPING RAMMER
This Owner's Manual has been developed to provide complete instructions for the safe and efficient operation of the MQ Mikasa, Model MTX-70 Tamping Rammer. Refer to the engine manufacturer's instructions for data relative to its safe operation.
Engine exhaust gases contain poisonous carbon monoxide. This gas is colorless and odorless, and can cause death if inhaled. NEVER operate this equipment in a confined area or enclosed structure that does not provide ample free flow air.
Gasoline is extremely flammable, and its vapors can cause an explosion if ignited. DO NOT start the engine near spilled fuel or combustible fluids. DO NOT fill the fuel tank while the engine is running or hot. DO NOT overfill tank, since spilled fuel could ignite if it comes into contact with hot engine parts or sparks from the ignition system. Store fuel in approved containers, in well-ventilated areas and away from sparks and flames.
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Engine exhaust gases contain poisonous carbon monoxide. This gas is colorless and odorless, and can cause death if inhaled. NEVER operate this equipment in a confined area or enclosed structure that does not provide ample free flow air.
Gasoline is extremely flammable, and its vapors can cause an explosion if ignited. DO NOT start the engine near spilled fuel or combustible fluids. DO NOT fill the fuel tank while the engine is running or hot. DO NOT overfill tank, since spilled fuel could ignite if it comes into contact with hot engine parts or sparks from the ignition system. Store fuel in approved containers, in well-ventilated areas and away from sparks and flames.
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FR 85 / F 70A / F 90A / F140 User Manual
The machine consists of a base plate with a vibration element and an upper part cushioned from the base plate, which is designed as both an engine plate and water tank (F 70A / F 90A). The cushioning between the base plate and the upper part consists of rubber dampers. The power is transmitted from the petrol engine to the vibration element via a V-beltwhich can be adjusted with a belt tensioner. The engine V-belt pulley is fitted with an integrated centrifugal clutch, which allows the engine to be started and run idle without the vibrator being connected.
On account of the direction of rotation and the position of the vibration element at the front end of the base plate, the vibrator moves forwards under its own power. The petrol engine is well protected against damage in connection with use and transportation by a sturdy protective frame with a protective panel on the top. Trans- port wheels are standard (not on the F 70A and FR85)
F 70A / F 90A
The water tank holds 12 litres (F 70A) or 21 litres (F 90A). The water cock is located at the back of the tank, easily accessible for the operator. The sprinkler system pours water on the base plate and prevents asphalt from adhering to it.
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On account of the direction of rotation and the position of the vibration element at the front end of the base plate, the vibrator moves forwards under its own power. The petrol engine is well protected against damage in connection with use and transportation by a sturdy protective frame with a protective panel on the top. Trans- port wheels are standard (not on the F 70A and FR85)
F 70A / F 90A
The water tank holds 12 litres (F 70A) or 21 litres (F 90A). The water cock is located at the back of the tank, easily accessible for the operator. The sprinkler system pours water on the base plate and prevents asphalt from adhering to it.
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NHP (Small) Series Gas operator's Manual
Carefully unpack your new Amazing Machinery™ pressure washer by removing the banding and cardboard box from pallet. Remove the pressure washer from the pallet and check for any physical damages that may have occurred during shipment. Check for all parts specified and shown in figure 1.
included parts
• Pallet
• Packing Material
• Outer Box
• Machine NHP Small Series
• Wand / Trigger Gun
• Nozzle 0º, 15º, 25º, 40º
• Hose 3/8” X 50’
• Manual
• QC Hose Fittings
- This machine should not be operated in areas where open flames are not permitted.
- Do not store or use combustible materials on or near this machine.
- Do not operate this machine while under the influence of alcohol, drugs or while fatigued.
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included parts
• Pallet
• Packing Material
• Outer Box
• Machine NHP Small Series
• Wand / Trigger Gun
• Nozzle 0º, 15º, 25º, 40º
• Hose 3/8” X 50’
• Manual
• QC Hose Fittings
- This machine should not be operated in areas where open flames are not permitted.
- Do not store or use combustible materials on or near this machine.
- Do not operate this machine while under the influence of alcohol, drugs or while fatigued.
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greensIRON 3000 OPERATION, SERVICING & PARTS MANUAL
The purpose of this manual is to provide you with reference information and assistance in setting up, adjusting and operating your greensIRON 3000 in a safe, effective and efficient manner. It is intended for turf rollers with either a mechanical or a hydrostatic transmission. We hope that it will answer most of your immediate questions, but Wood Bay encourages you to contact your local distributor or Wood Bay’s Technical Service Center on our toll free line (available in North America at 1-800-661-4942) for further assistance or clarification at any time.
The manual alerts you to safety considerations, features of the greensIRON, operations, ironing techniques, adjustments, servicing, trouble shooting and parts identification. It also introduces current attachments and accessories that you may obtain to increase the benefits of turf rolling in maintaining and enhancing your greens, both in terms of turf health and putting performance for your golfers.
Please note that the information, illustrations and specifications contained in this manual are based on the latest product information available at the time of printing. Wood Bay Enterprises reserves the right to make changes at any time, without notice, in specifications and models and also to discontinue models. The right is also reserved to change any specifications or parts at any time without incurring any obligation to install the same equipment on models manufactured prior to the date of such change.
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The manual alerts you to safety considerations, features of the greensIRON, operations, ironing techniques, adjustments, servicing, trouble shooting and parts identification. It also introduces current attachments and accessories that you may obtain to increase the benefits of turf rolling in maintaining and enhancing your greens, both in terms of turf health and putting performance for your golfers.
Please note that the information, illustrations and specifications contained in this manual are based on the latest product information available at the time of printing. Wood Bay Enterprises reserves the right to make changes at any time, without notice, in specifications and models and also to discontinue models. The right is also reserved to change any specifications or parts at any time without incurring any obligation to install the same equipment on models manufactured prior to the date of such change.
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How To Install A Manual Clutch In Your XR / CRF 50
One of the biggest performance upgrades you can make to your XR or CRF 50 is to replace the stock semi auto clutch with a fully manual clutch. By adding a manual clutch, you can expect your 50 to launch harder out of corners, and you can also expect to get a faster jump off the starting line. For this “How To” article, we opted to use the proven 3- plate manual clutch kit from Honda Trail Bikes. This kit comes with everything you need except for the clutch lever and perch. With a little time and patience, the Trail Bikes clutch is fairly easy to install and is well worth the effort.
To begin the process, drain the engine oil and remove the foot peg mount. Once the oil has been drained, use an 8mm socket to remove the clutch cover bolts and remove the cover.
Use a Phillips head screwdriver (or in impact driver) to remove the 4 screws from the outer clutch cover.
Use a small flat blade screwdriver and open up the tabs on the lock washer. Use a clutch nut tool and a strap wrench to remove the black retaining nut. Remove the clutch assembly.
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To begin the process, drain the engine oil and remove the foot peg mount. Once the oil has been drained, use an 8mm socket to remove the clutch cover bolts and remove the cover.
Use a Phillips head screwdriver (or in impact driver) to remove the 4 screws from the outer clutch cover.
Use a small flat blade screwdriver and open up the tabs on the lock washer. Use a clutch nut tool and a strap wrench to remove the black retaining nut. Remove the clutch assembly.
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Honda Universal Adapter (Accord & Acura Series) Users Manual
Specially designed adapters are used in conjunction with Universal Anchoring System (UAS) stands and Universal Measuring System (UMS) pinchweld stands when securing vehicles with horizontal pinchwelds and vertical jack tabs in the corners of their center sections. (All Honda / Accord / Acura vehicles excluding Odessey.) These adapters allow the positioning of vertical jack tabs into a slot on the adapter’s top surface, and the attachment of 4 inch clamps to horizontal pinch-welds.
The Honda adapters attach to UAS stands in two ways dependent upon anchoring tube used. Figure 1 shows attachment to the ears of a UAS clamp bar tube. Figure 2 shows attachment to the vertical surface of a UMS adapter tube. Figure 3 shows attachment to the vertical surface of a UMS pinchweld stand. Each illustration shows the Honda adapter in its lowest mounted position.
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The Honda adapters attach to UAS stands in two ways dependent upon anchoring tube used. Figure 1 shows attachment to the ears of a UAS clamp bar tube. Figure 2 shows attachment to the vertical surface of a UMS adapter tube. Figure 3 shows attachment to the vertical surface of a UMS pinchweld stand. Each illustration shows the Honda adapter in its lowest mounted position.
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Metal Forms Corporation Speed Screed 185 (Solo Series 1000) Owner’s Manual
Attaching the Power Head (Engine) to the Power Frame: Be sure to pay special attention to torque settings. Standard Torque Values 0.118 in. (3 mm) Thread-Diameter Philips Screw 0.7 lb•ft (1 N•m) 0.197 in. (5 mm) Thread-Diameter Philips Screw 3.6 lb•ft (5 N•m)
1. Read the owner’s manual before starting or using your Screed unit.
2. Set the Power Frame Unit on a level surface
3. Remove screw A with a phillips screwdriver.
4. Guide the Engine onto the Driveshaft Housing aluminum tube.
5. Orient the mounting hole from screw A with the hole on the driveshaft housing. If you cannot get the holes to align, it is because the driveshaft is not fully seated. Most likely, the splines are not aligned with the engine. Try the following: wiggle or twist the engine, while pressing onto the driveshaft housing. turn the eccentric weights by hand, while pressing the engine onto the shaft. You will feel the engine “drop” into position once the splines are lined up. If the holes are not aligned, the engine is not properly seated on the driveshaft, and the driveshaft splines will grind off as soon as the engine is started.
6. Once the engine is seated, re-install screw A on the Engine Mounting Bracket.
7. Securely tighten screw B to 3.6 lb•ft (5 N•m).
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1. Read the owner’s manual before starting or using your Screed unit.
2. Set the Power Frame Unit on a level surface
3. Remove screw A with a phillips screwdriver.
4. Guide the Engine onto the Driveshaft Housing aluminum tube.
5. Orient the mounting hole from screw A with the hole on the driveshaft housing. If you cannot get the holes to align, it is because the driveshaft is not fully seated. Most likely, the splines are not aligned with the engine. Try the following: wiggle or twist the engine, while pressing onto the driveshaft housing. turn the eccentric weights by hand, while pressing the engine onto the shaft. You will feel the engine “drop” into position once the splines are lined up. If the holes are not aligned, the engine is not properly seated on the driveshaft, and the driveshaft splines will grind off as soon as the engine is started.
6. Once the engine is seated, re-install screw A on the Engine Mounting Bracket.
7. Securely tighten screw B to 3.6 lb•ft (5 N•m).
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2006+ Honda Civic Si TWM Performance Shifter Base Bushings Installation Manual
Begin the installation by parking on a flat surface, as you will have to engage and disengage the hand brake and shift from gears to neutral. If you cannot do so and are obliged to install the short shifter on a slightly inclined surface, place wooden blocks in front or behind the wheels to prevent the car from moving while you’re working.
Estimated Installation Time: 30 minutes
Tools required:
13 mm wrench
14 mm wrench
12 mm socket
6” extension
Ratchet
Flat head screw driver
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Estimated Installation Time: 30 minutes
Tools required:
13 mm wrench
14 mm wrench
12 mm socket
6” extension
Ratchet
Flat head screw driver
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ALL HONDA 4 CYLINDERS INSTALLATION PROCEDURES
1. All machine work may be accomplished on a CNC vertical mill capable of 3-4 axis interpolation with sufficient height to accommodate block height. The bore center distances must be maintained within ±.0005 for sleeve installation to seal properly. (see block specification sheets for dimensions)(See #12 for bore center specs.)
2. All machining must produce a good surface finish and the tolerances must be maintained to assure a quality fit and sleeve seal.
3. Block must be square and perpendicular to machine head. Fixturing should be on main journals provided they are not cracked or distorted. Out of Line 1 and 5, main journals will require main line boring prior to block/sleeve machine work.
4. Final sleeve installation should be accomplished with a brass or aluminum mandrel in cylinders 1 through 4, in that order.
5. After sleeve installation, install a deck plate or head, torque and leave til block is cool.
6. Pressure checking of sleeve seal should be accomplished with a top deck plate and water pump plug as shown in photos on Page 11. The main cap bolts can be used to torque down the top deck plate which should be gasketed with thin rubber sheeting.
7. Finish boring and honing should only be accomplished with a deck plate installed.
8. Field service and singular sleeve replacement is possible and practical by using a slide hammer sleeve puller with the drive mandrel "Flatted" and oriented to provide main web clearance. Sleeves can then be ordered from Darton, by cylinder number.
9. If needed for oversized bores, machine sleeve I.D. out to allow .004-.008 from finished size for cylinder honing.
10. Prior to boring for sleeve installation, bore the existing sleeve to .010 over to finish bore dimension stopping at the main bearing web.
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2. All machining must produce a good surface finish and the tolerances must be maintained to assure a quality fit and sleeve seal.
3. Block must be square and perpendicular to machine head. Fixturing should be on main journals provided they are not cracked or distorted. Out of Line 1 and 5, main journals will require main line boring prior to block/sleeve machine work.
4. Final sleeve installation should be accomplished with a brass or aluminum mandrel in cylinders 1 through 4, in that order.
5. After sleeve installation, install a deck plate or head, torque and leave til block is cool.
6. Pressure checking of sleeve seal should be accomplished with a top deck plate and water pump plug as shown in photos on Page 11. The main cap bolts can be used to torque down the top deck plate which should be gasketed with thin rubber sheeting.
7. Finish boring and honing should only be accomplished with a deck plate installed.
8. Field service and singular sleeve replacement is possible and practical by using a slide hammer sleeve puller with the drive mandrel "Flatted" and oriented to provide main web clearance. Sleeves can then be ordered from Darton, by cylinder number.
9. If needed for oversized bores, machine sleeve I.D. out to allow .004-.008 from finished size for cylinder honing.
10. Prior to boring for sleeve installation, bore the existing sleeve to .010 over to finish bore dimension stopping at the main bearing web.
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Outrun 2 Special Tours Owner's Manual
This Owner's Manual is intended to provide detailed descriptions together with all the necessary information covering the general operation of electronic assemblies, electromechanicals, servicing control, spare parts, etc. as regards the product,
OUTRUN 2 SPECIAL TOURS STANDARD TYPE.
This manual is intended for the owners, personnel and managers in charge of operation of the product. Operate the product after carefully reading and sufficiently understanding the instruc- tions. If the product fails to function satisfactorily, non-technical personnel should under no circumstances touch the internal system. Please contact where the product was purchased from.
Use of this product is unlikely to cause physical injuries or damages to property. However, where special attention is required this is indicated by a thick line, the word "IMPORTANT" and its sign in this manual. Indicates that mishandling the product by disregarding this display can cause the product's intrinsic performance not to be obtained, resulting in malfunctioning.
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OUTRUN 2 SPECIAL TOURS STANDARD TYPE.
This manual is intended for the owners, personnel and managers in charge of operation of the product. Operate the product after carefully reading and sufficiently understanding the instruc- tions. If the product fails to function satisfactorily, non-technical personnel should under no circumstances touch the internal system. Please contact where the product was purchased from.
Use of this product is unlikely to cause physical injuries or damages to property. However, where special attention is required this is indicated by a thick line, the word "IMPORTANT" and its sign in this manual. Indicates that mishandling the product by disregarding this display can cause the product's intrinsic performance not to be obtained, resulting in malfunctioning.
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Enzo Two-in-One User Manual
NSTALLING THE WHEEL
Fixing the wheel in place
1. Place the wheel on a table or other flat surface.
2. Place the clamp screw (16) in the table clamp (15) and then screw the clamping unit into the hole on the underside of the wheel until firmly fixed in place. Do not turn the screw too tightly, as you risk damaging the clamping unit and/or the table.
Connecting the pedal set
1. Connect the pedal connector (11) to the pedal receptor (12).
Connecting the wheel (a) For PS2
1. Switch off your console before connecting the wheel.
2. Connect the console connector (13) to port 1 of your console and connect the USB connector (14) to the upper USB port.
3. Place the PC/PS2 selection switch (9) on PS2 ()
4. Switch your console back on.
5. Once your racing game has loaded, turn your wheel on by pressing the PS2:On/Off button (7). The wheel’s Mode LED (8) glows red. You are now ready to play!
(b) USB installation for PC
The USB connector allows you to hot-plug your wheel into your computer. First, place the PC/PS2 switch in the PC position ( ) Start your computer up and plug the USB connector into one of the USB ports located at the back of your computer. Windows 98/Me/2000/XP will then automatically detect the new peripheral device.
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Fixing the wheel in place
1. Place the wheel on a table or other flat surface.
2. Place the clamp screw (16) in the table clamp (15) and then screw the clamping unit into the hole on the underside of the wheel until firmly fixed in place. Do not turn the screw too tightly, as you risk damaging the clamping unit and/or the table.
Connecting the pedal set
1. Connect the pedal connector (11) to the pedal receptor (12).
Connecting the wheel (a) For PS2
1. Switch off your console before connecting the wheel.
2. Connect the console connector (13) to port 1 of your console and connect the USB connector (14) to the upper USB port.
3. Place the PC/PS2 selection switch (9) on PS2 ()
4. Switch your console back on.
5. Once your racing game has loaded, turn your wheel on by pressing the PS2:On/Off button (7). The wheel’s Mode LED (8) glows red. You are now ready to play!
(b) USB installation for PC
The USB connector allows you to hot-plug your wheel into your computer. First, place the PC/PS2 switch in the PC position ( ) Start your computer up and plug the USB connector into one of the USB ports located at the back of your computer. Windows 98/Me/2000/XP will then automatically detect the new peripheral device.
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Monday, July 21, 2008
2007 CAMS Manual of Motor Sport
The title ‘Grand Prix’ has associations extending back to the very earliest days of competition and the French form of the words stems from their first use in association with the French Grand Prix. Although at least one earlier event was given the name “Australian Grand Prix”, the premier Australian race was first recognised in 1928, and has been conducted since then each year except 1936 and during World War II. Since 1949 it has been a scratch race, but in the years 1934, 1935, 1937, 1939, 1947 and 1948, the winner was not the fastest, but won on handicap. Since 1985, the Grand Prix has been a round of the FIA Formula 1 World Championship.
The Lex Davison Trophy for the Australian Grand Prix
This trophy, designed and made in Britain by Mr Rex Hays to the order of CAMS, incorporates a silver model of the Austin Seven driven to victory in the first Australian Grand Prix in 1928. The name of the trophy commemorates the only man who has won the Australian Grand Prix four times, the late “Lex” Davison
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The Lex Davison Trophy for the Australian Grand Prix
This trophy, designed and made in Britain by Mr Rex Hays to the order of CAMS, incorporates a silver model of the Austin Seven driven to victory in the first Australian Grand Prix in 1928. The name of the trophy commemorates the only man who has won the Australian Grand Prix four times, the late “Lex” Davison
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How Camshafts Work
In this article, you will learn how the camshaft affects engine performance. We've got some great animations that show you how different engine layouts, like single overhead cam (SOHC) and double overhead cam (DOHC), really work. And then we'll go over a few of the neat ways that some cars adjust the camshaft so that it can handle different engine speeds more efficiently.
The key parts of any camshaft are the lobes. As the camshaft spins, the lobes open and close the intake and exhaust valves in time with the motion of the piston. It turns out that there is a direct relationship between the shape of the cam lobes and the way the engine performs in different speed ranges.
To understand why this is the case, imagine that we are running an engine extremely slowly -- at just 10 or 20 revolutions per minute (RPM) -- so that it takes the piston a couple of seconds to complete a cycle. It would be impossible to actually run a normal engine this slowly, but let's imagine that we could. At this slow speed, we would want cam lobes shaped so that:
Just as the piston starts moving downward in the intake stroke (called top dead center, or TDC), the intake valve would open. The intake valve would close right as the piston bottoms out.
The exhaust valve would open right as the piston bottoms out (called bottom dead center, or BDC) at the end of the combustion stroke, and would close as the piston completes the exhaust stroke.
This setup would work really well for the engine as long as it ran at this very slow speed. But what happens if you increase the RPM? Let's find out. When you increase the RPM, the 10 to 20 RPM configuration for the camshaft does not work well. If the engine is running at 4,000 RPM, the valves are opening and closing 2,000 times every minute, or 33 times every second. At these speeds, the piston is moving very quickly, so the air/fuel mixture rushing into the cylinder is moving very quickly as well.
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The key parts of any camshaft are the lobes. As the camshaft spins, the lobes open and close the intake and exhaust valves in time with the motion of the piston. It turns out that there is a direct relationship between the shape of the cam lobes and the way the engine performs in different speed ranges.
To understand why this is the case, imagine that we are running an engine extremely slowly -- at just 10 or 20 revolutions per minute (RPM) -- so that it takes the piston a couple of seconds to complete a cycle. It would be impossible to actually run a normal engine this slowly, but let's imagine that we could. At this slow speed, we would want cam lobes shaped so that:
Just as the piston starts moving downward in the intake stroke (called top dead center, or TDC), the intake valve would open. The intake valve would close right as the piston bottoms out.
The exhaust valve would open right as the piston bottoms out (called bottom dead center, or BDC) at the end of the combustion stroke, and would close as the piston completes the exhaust stroke.
This setup would work really well for the engine as long as it ran at this very slow speed. But what happens if you increase the RPM? Let's find out. When you increase the RPM, the 10 to 20 RPM configuration for the camshaft does not work well. If the engine is running at 4,000 RPM, the valves are opening and closing 2,000 times every minute, or 33 times every second. At these speeds, the piston is moving very quickly, so the air/fuel mixture rushing into the cylinder is moving very quickly as well.
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F1 Engine Power Secrets
A time traveler from 50 years ago would find today's Formula 1 cars radically different, but would be equally surprised at the relative lack of change in engine technology. Turbochargers have come and gone and there hasn't been a switch to two-stroke or rotary, scotch yoke engines - let alone to gas turbines or something not even invented in 1950. The good old four-stroke internal combustion engine powered the very first Grand Prix car in 1906 and lives on in a form instantly recognizable by any time-traveling engineers from 1950.
What would impress them is the performance of the current breed of 3.0-liter naturally aspirated engine, that pumps out in excess of 260hp per liter, when in 1950, 80hp per liter was a competitive figure. With careful attention to breathing and the development of highly potent fuel-including the generous use of nitromethane-the 2.5-liter Vanwall of 1957 attained 120hp per liter as a "flash" dyno reading. Its more representative 115hp per liter race output-on a marginally less eye-watering (but still drag racing style) mix-was still then an all-time high for a naturally aspirated Formula 1 engine.
The following season exotic fuel was outlawed and, at a stroke, power outputs fell below 110hp per liter. However, Fl being Fl, they were soon creeping up again. Ten years on, development was such that, running on "pump" gasoline, 1967's Cosworth DFV produced 133hp per liter. Astonishingly, the current Cosworth 3.0-liter, Formula 1 engine, fed comparable fuel and likewise naturally aspirated, produces about twice that!
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What would impress them is the performance of the current breed of 3.0-liter naturally aspirated engine, that pumps out in excess of 260hp per liter, when in 1950, 80hp per liter was a competitive figure. With careful attention to breathing and the development of highly potent fuel-including the generous use of nitromethane-the 2.5-liter Vanwall of 1957 attained 120hp per liter as a "flash" dyno reading. Its more representative 115hp per liter race output-on a marginally less eye-watering (but still drag racing style) mix-was still then an all-time high for a naturally aspirated Formula 1 engine.
The following season exotic fuel was outlawed and, at a stroke, power outputs fell below 110hp per liter. However, Fl being Fl, they were soon creeping up again. Ten years on, development was such that, running on "pump" gasoline, 1967's Cosworth DFV produced 133hp per liter. Astonishingly, the current Cosworth 3.0-liter, Formula 1 engine, fed comparable fuel and likewise naturally aspirated, produces about twice that!
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Sunday, July 20, 2008
98 VW Jetta GLS How to Change Front Brakes
This "how to" assumes you have some basic tools, and safety gear. Safety glasses should be worn at all times when working with tools and automotive fluids. Always use a hydraulic jack and safety stands when lifting or getting under a vehicle. If you are unsure on where to safety lift your vehicle, refer to its owners guide. Brake dust can contain asbestos which has been found to cause cancer. The writer of this how to assumes zero liability in how to use this guide, or any damages that may come from it to you, your property, or others and others property. If you are uncertain at any point, refer to a qualified automotive technician.
Basic Rules, clean brake fluid up with cold water. Keep all fluids, water, dirt, and oil out of the brake system (except for clean brake fluid). Keep all and any grease off pads, shoes, and rotor brake surfaces. If pads become contaminated with grease or oil, throw them out and buy new ones. If rotors become oily, clean them with brake clean, or hot soapy water.
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Basic Rules, clean brake fluid up with cold water. Keep all fluids, water, dirt, and oil out of the brake system (except for clean brake fluid). Keep all and any grease off pads, shoes, and rotor brake surfaces. If pads become contaminated with grease or oil, throw them out and buy new ones. If rotors become oily, clean them with brake clean, or hot soapy water.
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Saturday, July 19, 2008
E11 Series Fuel and Ignition Control System
The HALTECH E11 is a powerful “real-time” programmable fuel injection system computer designed for those seeking optimum performance. With the large number of outputs available for controlling ignition and fuel, the E11 is well equipped to run engines with sequential fuel and modern multi-coil ignition systems.
The programming software for the E11 is the latest Halwin software package that is included with the ECU. This software takes advantage of the Windows™ graphical environment to provide a user friendly software package. The Halwin software allows access to adjustment of all settings and calibration maps. In addition the software is capable of displaying live data in the fom of graphical guages for easy viewing whilst connected to the ECU.
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The programming software for the E11 is the latest Halwin software package that is included with the ECU. This software takes advantage of the Windows™ graphical environment to provide a user friendly software package. The Halwin software allows access to adjustment of all settings and calibration maps. In addition the software is capable of displaying live data in the fom of graphical guages for easy viewing whilst connected to the ECU.
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BMW E70 Chassis Dynamics
If a lateral tire force is acting on the wheel, a braking or accelerating force (tangential tire force) can only build up in a longitudinal direction up to the maximum total force (resulting force on surface). When this is reached, the wheel locks or spins. Conversely, only a limited lateral cornering force (lateral tire force) can be achieved under braking. If this is exceeded, the wheel slips in a lateral direction. This causes the vehicle to skid. If a braking force takes effect, the full lateral cornering force can be established in accordance with the radius of the Kamm's circle.
In the same way, the full braking or acceleration force can be established when the vehicle is driving straight ahead (again according to the radius). This relationship shows that acceleration or braking that is too rapid under cornering can cause the vehicle to skid, as any longitudinal force on the wheel, whether it serves to accelerate or brake, inevitably results in a failure of the lateral cornering forces. The radius of the Kamm's circle depends on the friction coefficient between the tire and the road, i.e. on the tire, the road surface and the road conditions. If the road is wet, for example, the radius is considerably smaller than if the road is dry.
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In the same way, the full braking or acceleration force can be established when the vehicle is driving straight ahead (again according to the radius). This relationship shows that acceleration or braking that is too rapid under cornering can cause the vehicle to skid, as any longitudinal force on the wheel, whether it serves to accelerate or brake, inevitably results in a failure of the lateral cornering forces. The radius of the Kamm's circle depends on the friction coefficient between the tire and the road, i.e. on the tire, the road surface and the road conditions. If the road is wet, for example, the radius is considerably smaller than if the road is dry.
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BMW R1150GS cruise control
How to determine what type of brake calipers and ABS sytem is fitted. During development of the cruise control for the R1150GS we have been aware that there are two different types of front brake caliper and two different ABS systems fitted to this model, and some bikes without ABS. In order to supply the correct kit for the bike, we need to know what type of front brake calipers your bike has, and what ABS system (if any) the bike has. This is easy to determine by following the instructions below. Identifying the front brake calipers. The earlier models were fitted with Brembo brake calipers.
Later models were fitted with the Evolution brake package. This included these calipers, labeled with the BMW logo. Please specify what type of brake calipers are fitted to your bike, Brembo or BMW Evolution.
ABS (Anti-lock) brake system identification.
ABS brakes were an optional extra on the R1150GS. Some bikes will not have ABS brakes fitted. Some models were fitted with ABS 2 braking system. Later models were fitted with ABS 3 (Integral ABS). Se need to know what ABS system is fitted to the bike. If there is no tone wheel (a metal ring with multiple slots) fitted inside the left front brake disc on the front wheel, then the bike does not have ABS brakes.
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Later models were fitted with the Evolution brake package. This included these calipers, labeled with the BMW logo. Please specify what type of brake calipers are fitted to your bike, Brembo or BMW Evolution.
ABS (Anti-lock) brake system identification.
ABS brakes were an optional extra on the R1150GS. Some bikes will not have ABS brakes fitted. Some models were fitted with ABS 2 braking system. Later models were fitted with ABS 3 (Integral ABS). Se need to know what ABS system is fitted to the bike. If there is no tone wheel (a metal ring with multiple slots) fitted inside the left front brake disc on the front wheel, then the bike does not have ABS brakes.
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Friday, July 18, 2008
Step by step guide to installing the SMT6
This guide focuses on the standard installation of an SMT6 unit. For help with non-standard tuning applications, such as the turbo nitrous control, please refer to the Application Notes. Application Notes can be found under the “Downloads” section on our website www.perfectpower.com.
Please send any comments or suggestions to info@perfectpower.com. It is not recommended to complete an installation by wiring everything at once. The reason is that should a problem occur, it could be difficult to isolate it. It is best to divide the installation into its separate components, and complete each component successfully, step by step. It will be useful if you are familiar with wiring diagrams as a wiring diagram can help you save time. However, wiring diagrams should only be used as a reference, as it may be possible that the diagram is not compatible with your particular car. By following the installation step by step, you can confirm that you have the correct signals with an oscilloscope. If you don’t have an oscilloscope (scope) when doing an installation, this step by step installation guide will at least help isolate any problems, should one occur.
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Please send any comments or suggestions to info@perfectpower.com. It is not recommended to complete an installation by wiring everything at once. The reason is that should a problem occur, it could be difficult to isolate it. It is best to divide the installation into its separate components, and complete each component successfully, step by step. It will be useful if you are familiar with wiring diagrams as a wiring diagram can help you save time. However, wiring diagrams should only be used as a reference, as it may be possible that the diagram is not compatible with your particular car. By following the installation step by step, you can confirm that you have the correct signals with an oscilloscope. If you don’t have an oscilloscope (scope) when doing an installation, this step by step installation guide will at least help isolate any problems, should one occur.
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INSTRUCTION SHEET BMW 11500 RT REAR 2001
• Place the bike on the center stand and remove the current shock absorber.
• Place the Hyperpro shock in the bike, type 461 with reservoir as shown in the picture. If your shock is equipped with the optional hydraulic preload adjuster place the banjo bolt of the HPA to the right side of the bike.
• Use the two added clamps and rubber blocks to mount the reservoir on the sub frame.
• Route the hose of the HPA as shown in the picture
• Use the added hardware to mount the adjuster knob on the added bracket.
• Use the original place and bolt for mounting the adjuster knob bracket
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• Place the Hyperpro shock in the bike, type 461 with reservoir as shown in the picture. If your shock is equipped with the optional hydraulic preload adjuster place the banjo bolt of the HPA to the right side of the bike.
• Use the two added clamps and rubber blocks to mount the reservoir on the sub frame.
• Route the hose of the HPA as shown in the picture
• Use the added hardware to mount the adjuster knob on the added bracket.
• Use the original place and bolt for mounting the adjuster knob bracket
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BMW Z3 Model 80.v2 Installation Instructions
What’s Included:
1. The Model 80 enclosure bottom
2. The Model 80 vinyl covered enclosure top
3. Alumapro Alusonic 8 subwoofer (optional)
4. Subwoofer grille (optional)
5. Terminal cup
6. Self-adhesive gasket foam
7. Trim cord
8. (8) #10 x ¾” Phillips pan-head screws
9. (4) #14 x 1” hex-head sheet metal screws
10. (4) 1” fender washers
11. (4) 3/8 ” thick rubber washers
12. (12) 1 / 16 ” thick rubber washers
13. (4) #8 x ½” Phillips head machine screws
14. (4) #8 hex nuts
What You Will Need:
1. Power drill
2. 5/16”, 3/16”, 9/64”, and 1/8” drill bits
3. Philips screwdriver
4. 3/8” socket driver or wrench
5. Stiff-blade putty knife or similar flat bladed tool
6.Coping saw or hacksaw blade holder & blade
Remove the old enclosure
1. Carefully remove the subwoofer enclosure cover by first lifting the rear edge of the cover and then lifting entire cover straight up. The cover should lift out with minimal effort, but may require some additional effort to release the rear snaps. Take your time and be careful when removing the sub lid! The easiest thing to do is to insert a flat, metal, handled-tool like a stiff putty knife and carefully pry each side up from the back.
2. Remove the 4 mounting screws (2) from the existing speaker enclosure (1).
3. Remove the old enclosure (1) by pulling upwards. Disconnect the wiring harness connector (2) and remove the entire enclosure from vehicle.
4. Using a socket wrench, loosen and remove the brackets (1) that the original factory enclosure was attached to. With a knife, diagonal flush cutters or small saw, carefully trim away the 4 plastic extrusions (2).
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1. The Model 80 enclosure bottom
2. The Model 80 vinyl covered enclosure top
3. Alumapro Alusonic 8 subwoofer (optional)
4. Subwoofer grille (optional)
5. Terminal cup
6. Self-adhesive gasket foam
7. Trim cord
8. (8) #10 x ¾” Phillips pan-head screws
9. (4) #14 x 1” hex-head sheet metal screws
10. (4) 1” fender washers
11. (4) 3/8 ” thick rubber washers
12. (12) 1 / 16 ” thick rubber washers
13. (4) #8 x ½” Phillips head machine screws
14. (4) #8 hex nuts
What You Will Need:
1. Power drill
2. 5/16”, 3/16”, 9/64”, and 1/8” drill bits
3. Philips screwdriver
4. 3/8” socket driver or wrench
5. Stiff-blade putty knife or similar flat bladed tool
6.Coping saw or hacksaw blade holder & blade
Remove the old enclosure
1. Carefully remove the subwoofer enclosure cover by first lifting the rear edge of the cover and then lifting entire cover straight up. The cover should lift out with minimal effort, but may require some additional effort to release the rear snaps. Take your time and be careful when removing the sub lid! The easiest thing to do is to insert a flat, metal, handled-tool like a stiff putty knife and carefully pry each side up from the back.
2. Remove the 4 mounting screws (2) from the existing speaker enclosure (1).
3. Remove the old enclosure (1) by pulling upwards. Disconnect the wiring harness connector (2) and remove the entire enclosure from vehicle.
4. Using a socket wrench, loosen and remove the brackets (1) that the original factory enclosure was attached to. With a knife, diagonal flush cutters or small saw, carefully trim away the 4 plastic extrusions (2).
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E46 Phone Prewire Harness Installation
A phone prewire extension harness(center console to left side trunk, illustration 1) must be installed on the E46 (328i, 328iA) produced the first two weeks of 6/98 if the phone kit is being installed. The phone prewire option SA640 was not installed on vehicles produced during the first two weeks of 6/98. E46's produced after the second week of 6/98 will have this phone prewire option SA640 installed at the factory.
To install the phone harness from the center console to the left side of the trunk:
1. Remove the shifter indicator cover(automatic) or boot(manual) and remove the front fasteners(1).
2. Remove the rear ashtray to access the two rear fasteners (2). Lift the parking brake boot and raise the brake handle.
3. Remove the center console (automatic shown).
4. With the center console removed, the existing phone "prewire" connector is accessible (1)
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To install the phone harness from the center console to the left side of the trunk:
1. Remove the shifter indicator cover(automatic) or boot(manual) and remove the front fasteners(1).
2. Remove the rear ashtray to access the two rear fasteners (2). Lift the parking brake boot and raise the brake handle.
3. Remove the center console (automatic shown).
4. With the center console removed, the existing phone "prewire" connector is accessible (1)
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BMW E46 M3 & 3 Series E36 3 Series Front Installation Instructions
Most 17” wheels will clear the outer diameter of the caliper for a 328mm or 332mm rotor kit. For a 355mm kit, a minimum 18” wheel is typically required, and for a 380mm rotor kit, a minimum 19” wheel is needed. The more critical clearance, however, is the gap between the spokes of the wheel and the face of the caliper. Do not assume that a larger-diameter wheel will automatically clear the face of the caliper.
To determine the actual metal-to-metal distance from the stock rotor face to the inside of the wheel spokes, refer to the StopTech website at www.stoptech.com, and click on the ‘Wheel Fitment Charts’ link at the bottom of the home page. BEFORE printing out a copy of the wheel fitment drawing for your vehicle, click on the ‘How do I use the charts?’ link at the top of the page, and review the instructions carefully, to ensure that you have a full understanding of how to accurately measure the critical wheel clearances. Only then should you click on the link for your vehicle, and print out the appropriate wheel fitment drawing, to use as a measurement template.
It is very important that you verify the accuracy of the scale of the printout by matching both a width and length dimension on your vehicle. Dimensions are shown in millimeters, but one dimension in each direction is also shown in inches, and StopTech recommends adding at least 2mm of additional clearance to these dimensions. Follow the instructions carefully, to produce a fitment template, and take care to ensure that your measurements are very precise. If you have any questions or difficulties, please contact the StopTech Customer Service Department on (310) 325-4799 - extension 105, or send an e-mail to support@stoptech.com.
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To determine the actual metal-to-metal distance from the stock rotor face to the inside of the wheel spokes, refer to the StopTech website at www.stoptech.com, and click on the ‘Wheel Fitment Charts’ link at the bottom of the home page. BEFORE printing out a copy of the wheel fitment drawing for your vehicle, click on the ‘How do I use the charts?’ link at the top of the page, and review the instructions carefully, to ensure that you have a full understanding of how to accurately measure the critical wheel clearances. Only then should you click on the link for your vehicle, and print out the appropriate wheel fitment drawing, to use as a measurement template.
It is very important that you verify the accuracy of the scale of the printout by matching both a width and length dimension on your vehicle. Dimensions are shown in millimeters, but one dimension in each direction is also shown in inches, and StopTech recommends adding at least 2mm of additional clearance to these dimensions. Follow the instructions carefully, to produce a fitment template, and take care to ensure that your measurements are very precise. If you have any questions or difficulties, please contact the StopTech Customer Service Department on (310) 325-4799 - extension 105, or send an e-mail to support@stoptech.com.
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2000+ BMW X5 Front Installation Instructions
Most 18” wheels will clear the outer diameter of the caliper on a 355mm kit. However, the more critical clearance is the gap between the spokes of the wheel and the face of the caliper. Do not assume that a 19”, 20” or even 24” wheel will clear the face of the caliper. The actual metal-to-metal distance measured from the stock rotor face to the inside of the wheel spokes is 62.25mm for the BMW X5 front kit. StopTech recommends at least 2mm of additional clearance. See the Wheel Fitment Drawing page on the StopTech website for more specific measurements, at www.stoptech.com. Note: Final fitment of the wheel to the caliper is the responsibility of the customer.
Wheel Spacers
Wheel spacers can provide extra clearance to the outer face of the caliper. This will also space out the entire wheel, widening the track width of the vehicle. Fender clearances should be checked on lowered cars, and longer lug studs or wheel bolts are usually required. Note: The Wheel Industry Council has issued guidelines advising that wheel spacers not be used. It is the responsibility of the customer to ensure that wheel spacers are properly specified and installed.
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Wheel Spacers
Wheel spacers can provide extra clearance to the outer face of the caliper. This will also space out the entire wheel, widening the track width of the vehicle. Fender clearances should be checked on lowered cars, and longer lug studs or wheel bolts are usually required. Note: The Wheel Industry Council has issued guidelines advising that wheel spacers not be used. It is the responsibility of the customer to ensure that wheel spacers are properly specified and installed.
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Thursday, July 17, 2008
BMW E36 with M42 engine Oxygen Sensor Wiring Harness Voluntary Recall Campaign
BMW of North America, Inc. has voluntarily initiated a recall campaign which involves the oxyge sensor wiring harness of the affected vehicles. The potential defect is due to a possible incorrect oxygen sensor harness routing during production. The oxygen sensor harness may have been mistakenly secured with clips to the exhaust heat shield and/or to a bracket on the transmission housing. Due to the movement between the vehicle body, transmission and exhaust system the oxygen sensor harness may stretch and break over time causing the check engine light to illuminate an fault code 70, (oxygen sensor disconnected) to set in the DME.
This Recall Campaign affects E36 318i vehicles with M42 engines produced from 8/94 - 12/95. The procedure given in this bulletin must be performed on all affected vehicles identified on DCS. (A copy of the letter which will be sent to all affected customers is attached to this S.I.) In order to determine if a specific vehicle is affected by this recall, it will be necessary to utilize the "Service Menu" of the DCS (Dealer Communication System). Based on the response of the system, either proceed with the corrective action or take no further action. The Chassis Number Ranges listed below are only for informational purposes and are not to be considered as the only deciding factor. The affected vehicles are limited to vehicles within these ranges but not all of these vehicles are affected by the recall. The final decision is the DCS inquiry.
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This Recall Campaign affects E36 318i vehicles with M42 engines produced from 8/94 - 12/95. The procedure given in this bulletin must be performed on all affected vehicles identified on DCS. (A copy of the letter which will be sent to all affected customers is attached to this S.I.) In order to determine if a specific vehicle is affected by this recall, it will be necessary to utilize the "Service Menu" of the DCS (Dealer Communication System). Based on the response of the system, either proceed with the corrective action or take no further action. The Chassis Number Ranges listed below are only for informational purposes and are not to be considered as the only deciding factor. The affected vehicles are limited to vehicles within these ranges but not all of these vehicles are affected by the recall. The final decision is the DCS inquiry.
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BMW Wiring Repair Procedure for Firing Circuits of Airbag Systems
Damaged or defective wires and connectors (e.g. chaffed insulation, broken connector pins, torn crimping) in airbag firing circuits, will cause the airbag light (SRS light) to illuminate, and will set fault code "resistance too high" in airbag control module.
It is acceptable to repair (replace) individual pairs of firing circuit wires by using "Airbag Repair Cable" kits, crimping connectors and insulation shrink tubing. Part numbers for the assortment of "Airbag Repair Cable" kits are listed in the BMW Electronic Parts Catalog (EPC) sections 61 12 19, and 61 12 40. A detailed repair procedure can be found in the BMW Technical Information System (TIS), Repair Instruction RA 72 12 Ã "Repairing airbag cables".
IMPORTANT:
-- Only one crimping connector can be fitted into a single wire of the airbag firing circuit.
-- The firing circuit wires cannot be lengthened as a result of the repair.
-- Any damage to wires or connectors (for the side airbag firing circuit) in the door wiring harness must be repaired by replacing the entire door wiring harness.
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It is acceptable to repair (replace) individual pairs of firing circuit wires by using "Airbag Repair Cable" kits, crimping connectors and insulation shrink tubing. Part numbers for the assortment of "Airbag Repair Cable" kits are listed in the BMW Electronic Parts Catalog (EPC) sections 61 12 19, and 61 12 40. A detailed repair procedure can be found in the BMW Technical Information System (TIS), Repair Instruction RA 72 12 Ã "Repairing airbag cables".
IMPORTANT:
-- Only one crimping connector can be fitted into a single wire of the airbag firing circuit.
-- The firing circuit wires cannot be lengthened as a result of the repair.
-- Any damage to wires or connectors (for the side airbag firing circuit) in the door wiring harness must be repaired by replacing the entire door wiring harness.
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BMW E34 Touring Rear Wire Harness Repair Layout
The repair wiring harnesses for E34 touring models are universal for ALL applications (Europe, Japan, US, etc). The part numbers, as noted in other resources like ETK/websites are:
61 10 8 365 702 Right main harness
61 10 8 365 704 Left main harness
61 12 8 355 153 Rear window defroster
63 25 8 359 099 High mount stop light
The high mount stop light wires (two wires in one sheath), and window defroster wires (two wires in one sheath), connect directly to plug ends behind the grommets where the harnesses enter the D pillar. If you observe how things are assembled as you are taking the old wiring out, you will see how they should go back together. At the other end of the respective wiring, the high mount stop light has two spade ends that connect to the back of the stop light, while the defroster wiring needs to be spliced in to the leads coming off the grid on the rear window. Cut the existing ones 4 or 5 inches from where they are attached to the window and solder and shrink wrap the new ends to them.
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61 10 8 365 702 Right main harness
61 10 8 365 704 Left main harness
61 12 8 355 153 Rear window defroster
63 25 8 359 099 High mount stop light
The high mount stop light wires (two wires in one sheath), and window defroster wires (two wires in one sheath), connect directly to plug ends behind the grommets where the harnesses enter the D pillar. If you observe how things are assembled as you are taking the old wiring out, you will see how they should go back together. At the other end of the respective wiring, the high mount stop light has two spade ends that connect to the back of the stop light, while the defroster wiring needs to be spliced in to the leads coming off the grid on the rear window. Cut the existing ones 4 or 5 inches from where they are attached to the window and solder and shrink wrap the new ends to them.
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Wednesday, July 16, 2008
BMW 1985 – 325e Timing Belt and Water Pump Replacement
Some people say that this job can easily be done with the hood on the car. I found it MUCH easier with the hood off as I ran into a few problems and had better reach with the hood off. Before removing the hood, trace the hinges with a Sharpie or other pen so alignment is easy when you put the hood back on. Mark everything well. Here I’ve marked the proper wiring attachments for the radiator electronics.
Drain the coolant from the system, and make sure you also drain the engine block by unscrewing the 19mm drain plug by the exhaust manifold.
Remove the radiator by unhooking the shroud, hanging it on the fan, disconnect the top hoses and the bottom hose, and undo the two bolts and remove it.
Removal: The Fan & Clutch, the water pump pulley, the distributor cap & rotor and the drive belts.
Remove the fan & clutch. Remember, the 32mm nut opens CLOCKWISE as you look at the car. I used Channel-Locks and a strap wrench to hold the pulley still. I also used the strap wrench to hold the water pump pulley while I removed its 4 retaining bolts.
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Drain the coolant from the system, and make sure you also drain the engine block by unscrewing the 19mm drain plug by the exhaust manifold.
Remove the radiator by unhooking the shroud, hanging it on the fan, disconnect the top hoses and the bottom hose, and undo the two bolts and remove it.
Removal: The Fan & Clutch, the water pump pulley, the distributor cap & rotor and the drive belts.
Remove the fan & clutch. Remember, the 32mm nut opens CLOCKWISE as you look at the car. I used Channel-Locks and a strap wrench to hold the pulley still. I also used the strap wrench to hold the water pump pulley while I removed its 4 retaining bolts.
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Model 1524A Operating Manual
The number one reason for transmission failure is fluid breakdown. Over time, the automatic transmission fluid (ATF) becomes contaminated and loses its viscosity and the ability to lubricate the moving parts within the transmission. Conventional service methods of dropping the pan and changing the filter result in only about 30-40% of the total ATF in the transmission being drained out. That leaves 60-70% of the old ATF to be mixed with the new ATF introduced during service. Therefore, adequate lubrication is not achieved.
The Tranny Flusher replaces 100% of the old ATF with new, using a process much like a blood transfusion. As old ATF flows into the Tranny Flusher, new ATF is reintroduced into the transmission, including the torque converter and cooling lines. The net result is the revitalization of the transmission lubrication to virtually new specifications. The 1524A utilizes a unique method to speed up the exchange rate of vehicles, especially those with low flow transmission cooling circuits or those with in-line thermostats in the ATF coolant lines.
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The Tranny Flusher replaces 100% of the old ATF with new, using a process much like a blood transfusion. As old ATF flows into the Tranny Flusher, new ATF is reintroduced into the transmission, including the torque converter and cooling lines. The net result is the revitalization of the transmission lubrication to virtually new specifications. The 1524A utilizes a unique method to speed up the exchange rate of vehicles, especially those with low flow transmission cooling circuits or those with in-line thermostats in the ATF coolant lines.
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ECG Operations Quality Manual
This Operations Quality Manual is an ECG publication written in consultation and collaboration with the quality departments of the following car manufacturers: BMW, Daimler AG, Ford, General Motors, Mitsubishi, Nissan, SEAT, Toyota and Volvo.
The idea of establishing common quality standards for the whole industry was born from a commitment shared by the logistics service providers and the manufacturers to improve operational efficiencies by reducing duplication of activities due to the lack of harmonization. Indeed, the standardization of practices will also lead to a reduction in the damage rates and a more rapid and effective handling of the cars.
This manual is intended to be used as a management/supervisory guide when training staff on handling procedures. This should ensure a consistent approach. Copies of this manual can be downloaded free of charge from www.eurocartrans.org.
The present manual is only the first step on the path towards a broader harmonization in the industry. The establishment of common damage codes with a table of translation to the manufacturers’ own codes as well as the harmonization of audit procedures will be done in the near future. A permanent Working Group coordinated by ECG and gathering delegates of logistics companies and manufacturers will be responsible for supervising this work and, if necessary, extending the cooperation between the LSPs and the OEMs to other fields.
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The idea of establishing common quality standards for the whole industry was born from a commitment shared by the logistics service providers and the manufacturers to improve operational efficiencies by reducing duplication of activities due to the lack of harmonization. Indeed, the standardization of practices will also lead to a reduction in the damage rates and a more rapid and effective handling of the cars.
This manual is intended to be used as a management/supervisory guide when training staff on handling procedures. This should ensure a consistent approach. Copies of this manual can be downloaded free of charge from www.eurocartrans.org.
The present manual is only the first step on the path towards a broader harmonization in the industry. The establishment of common damage codes with a table of translation to the manufacturers’ own codes as well as the harmonization of audit procedures will be done in the near future. A permanent Working Group coordinated by ECG and gathering delegates of logistics companies and manufacturers will be responsible for supervising this work and, if necessary, extending the cooperation between the LSPs and the OEMs to other fields.
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BMW Rescue Manual Information for Rescue Services 2003
Optimum safety under all conditions is a natural development objective for BMW products. Bringing about the "Ultimate Driving Machine" thus does not just amount to providing attractive and technically sophisticated vehicles. It is just as natural for BMW to have a suitable safety concept.
The BMW safety philosophy is impressively reasserted by the introduction of the "Intelligent Safety Information System", ISIS for short, beginning with the E65 model series. This is based on the approach of considering all systems in their entirety, i.e. precise coordination of all active and passive safety systems. This stretches far beyond merely satisfying the legal requirements and also takes into account the necessary technical preconditions for life-saving applications.
In effect, this involves providing specific information on dealing with the BMW restraint and safety systems and tips on using rescue equipment. This brochure contains all the information on airbags needed for rescue operations incl. ITS (Inflatable Tubular Structure = head airbag) and AITS (Advanced ITS), seatbelt tensioners, rollover protection, safety battery terminal, side-impact protection, tips for using rescue equip- ment and installation drawings of the battery and tank. All details refer exclusively to factory-installed systems in BMW and MINI cars.
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The BMW safety philosophy is impressively reasserted by the introduction of the "Intelligent Safety Information System", ISIS for short, beginning with the E65 model series. This is based on the approach of considering all systems in their entirety, i.e. precise coordination of all active and passive safety systems. This stretches far beyond merely satisfying the legal requirements and also takes into account the necessary technical preconditions for life-saving applications.
In effect, this involves providing specific information on dealing with the BMW restraint and safety systems and tips on using rescue equipment. This brochure contains all the information on airbags needed for rescue operations incl. ITS (Inflatable Tubular Structure = head airbag) and AITS (Advanced ITS), seatbelt tensioners, rollover protection, safety battery terminal, side-impact protection, tips for using rescue equip- ment and installation drawings of the battery and tank. All details refer exclusively to factory-installed systems in BMW and MINI cars.
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SERVICE LIGHT PLUS AIRBAG RESET TOOL (10 in 1) Instruction Manual
This Service Light & Airbag Reset Tool is an essential tool for resetting of oil service light, service warning light, service mileage, service intervals and airbag on European made vehicles like AUDI, BMW, CITROEN, M. BENZ,MINI, SAAB, SEAT, SKODA,VOLKSWAGEN, VOLVO, etc. It is light, compact and very convenient without using the OEM Scanner to do the job. Once hooked up to the vehicle Data Link Connector (DLC), it can perform the following functions:
Reset of Oil Service Light
Reset of Service Warning Light
Setting of Oil Service Mileage
Setting of Service Mileage Interval
Setting of 1st
Inspection Service Interval
Setting of 2nd
Inspection Service Interval Reset of Airbag
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Reset of Oil Service Light
Reset of Service Warning Light
Setting of Oil Service Mileage
Setting of Service Mileage Interval
Setting of 1st
Inspection Service Interval
Setting of 2nd
Inspection Service Interval Reset of Airbag
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CS1000 Fault Code Scanner BMW Instructions
All 1989-94 BMW vehicles are equipped with a self diagnostic system for the detection of injection faults. When a fault is detected by the system the Electronic Control Unit (ECU) records the code corresponding to the defect in the ECU's memory until either:
1) The vehicle battery or the ECU is disconnected.
2) The engine is started 60 times with no recurrence of the fault.
3) The ECU memory is cleared using the BMW MODIC, DIS, Bosch KTS300, KTS500, or the Baum Tools CS1000 or CS2000 BMW hand held scanner.
To review the FAULT CODES from the ECU memory use the following procedure:
1) Turn the ignition switch to the 'engine run' position.
2) Depress the gas pedal to the floor 5 times.
The CHECK ENGINE light will blink out the FAULT CODES starting with the lowest number first. These FAULT CODES consist of 4 digits each separated by a short pause (ie. blink pause blink blink pause blink pause blink translates as 1 2 1 1)
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1) The vehicle battery or the ECU is disconnected.
2) The engine is started 60 times with no recurrence of the fault.
3) The ECU memory is cleared using the BMW MODIC, DIS, Bosch KTS300, KTS500, or the Baum Tools CS1000 or CS2000 BMW hand held scanner.
To review the FAULT CODES from the ECU memory use the following procedure:
1) Turn the ignition switch to the 'engine run' position.
2) Depress the gas pedal to the floor 5 times.
The CHECK ENGINE light will blink out the FAULT CODES starting with the lowest number first. These FAULT CODES consist of 4 digits each separated by a short pause (ie. blink pause blink blink pause blink pause blink translates as 1 2 1 1)
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BMW E38/E39 On-board Monitor and Navigation System
The On-board Monitor System was introduced as optional equipment on the 1997 MY E38s and E39s. It was made standard on the E38 750iL for 1999 and standard for all E38s in 2000. It uses the latest advances in electronic technology to bring new levels of comfort and convenience to the driver and passengers for control of the audio/communication systems. In addition the Mark I Navigation system is incorporated into the total scope of On-board Monitor Control.
NOTE: The E39 six cylinder models with the On-board Monitor option are equipped with the high version IKE and On Board Computer functions.
The On-board Monitor is essentially a control and display unit. All data processing and calculations are carried out by the individual system control modules. The display data is sent to the On-board Monitor over the various interfaces. The On-board Monitor is mounted in the center dash console. It replaces the Radio/Tape Player, MID and DSP control panel (E38) if equipped.
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NOTE: The E39 six cylinder models with the On-board Monitor option are equipped with the high version IKE and On Board Computer functions.
The On-board Monitor is essentially a control and display unit. All data processing and calculations are carried out by the individual system control modules. The display data is sent to the On-board Monitor over the various interfaces. The On-board Monitor is mounted in the center dash console. It replaces the Radio/Tape Player, MID and DSP control panel (E38) if equipped.
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BMW D7 Workshop Manual
BMW D7 Marine Engine
A four-stroke diesel engine with direct injection and open-circuit cooling system. The Neoprene impeller of the coolant pump is driven directly from the crankshaft. Electric starter and flywheel alternator are standard equipment. The injection system is fitted with automatic bleeding.
This workshop manual describes complete procedures for dismantling, overhaul and assembly of the BMW D7 marine engine. If only part of the procedure is to be carried out (e.g. small repairs or replacement of gaskets, oilseals) the remainder can be ignored. The relevant technical data is provided with each section. General specifications are found on page iii. Assembly is generally a reversal of removal procedure. Special attention, however, should be paid to "notes on assembly". Checking and adjustment procedures, where applicable, are to be found at the end of the relevant section.
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A four-stroke diesel engine with direct injection and open-circuit cooling system. The Neoprene impeller of the coolant pump is driven directly from the crankshaft. Electric starter and flywheel alternator are standard equipment. The injection system is fitted with automatic bleeding.
This workshop manual describes complete procedures for dismantling, overhaul and assembly of the BMW D7 marine engine. If only part of the procedure is to be carried out (e.g. small repairs or replacement of gaskets, oilseals) the remainder can be ignored. The relevant technical data is provided with each section. General specifications are found on page iii. Assembly is generally a reversal of removal procedure. Special attention, however, should be paid to "notes on assembly". Checking and adjustment procedures, where applicable, are to be found at the end of the relevant section.
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BMW SRI Manual Reset 2001
On 2001 vehicles without the diagnostic connector in the engine compartment, the use of the SIA reset tool is not possible. The service indicator may be reset using the reset mode in the instrument cluster.
Reset procedure for high and low clusters with SIA III using the Reset Mode:
• Ignition key must be “off”
• Press and hold the trip odometer reset button in the instrument cluster (left button), and turn the ignition key to the first position.
• Keep the button pressed for approximately 5 seconds until one of the following words appear in the display: “OIL SERVICE, or “INSPECTION”, with “RESET”. The service due is shown with “reset” if the coded minimum consumption limit has been reached and resetting is possible. If “reset” is not shown, the minimum limit has not been reached and resetting is not possible.
• Press and hold the reset button again until the word “RESET” begins to flash.
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Reset procedure for high and low clusters with SIA III using the Reset Mode:
• Ignition key must be “off”
• Press and hold the trip odometer reset button in the instrument cluster (left button), and turn the ignition key to the first position.
• Keep the button pressed for approximately 5 seconds until one of the following words appear in the display: “OIL SERVICE, or “INSPECTION”, with “RESET”. The service due is shown with “reset” if the coded minimum consumption limit has been reached and resetting is possible. If “reset” is not shown, the minimum limit has not been reached and resetting is not possible.
• Press and hold the reset button again until the word “RESET” begins to flash.
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BMW Key Programmer Manual
BMW key programming device and software are for vehicles equiped with EWS module , coverage 1994-2004 that have EWS module(including EWS2, EWS3 and EWS3+, Rover75, MINI, RangeRover, FreeLander, Discovery).You can programm new keys when all keys are lost or stolen by this device. Of cause be able to add new keys. You will feel it is easy to finish your operation by this friendly software.
Support：
EWS 2,EWS 3,EWS 3+:Include 0D46J, 1D47J, 2D47J, 2D47J(with secured). Safe for reading data from EWS (with secured).
Part One: Install hardware
Connect with DC-12V power supply, turn the Mode switch to M1, the indicator light is on, connect the device and PC by USB line. As below picture:...
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Support：
EWS 2,EWS 3,EWS 3+:Include 0D46J, 1D47J, 2D47J, 2D47J(with secured). Safe for reading data from EWS (with secured).
Part One: Install hardware
Connect with DC-12V power supply, turn the Mode switch to M1, the indicator light is on, connect the device and PC by USB line. As below picture:...
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BMW 3- & 5-Series Service and Repair Manual Introduction
The E30 3-Series range first became available in the UK in March 1983, and continued in production until April 1991, when the revised E36 3-Series range (not covered by this manual) was introduced. Convertible and Touring (Estate) models were introduced for 1988, and these models have continued in E30 form to date.
The E28 5-Series models were introduced in October 1981, and were superseded in June 1988 by the revised E34 5-Series range, Touring versions of which became available from March 1992. Throughout this manual, E28 models are also referred to as “old-shape”, while E34 models are designated “new-shape”.
The models covered by this manual are equipped with single overhead cam in-line four- and six-cylinder engines. Early 316 and 518 models are fitted with carburettors, but all other models are fitted with fuel injection systems. Transmissions are a five-speed manual, or three- or four-speed automatic. The transmission is mounted to the back of the engine, and power is transmitted to the fully-independent rear axle through a two- piece propeller shaft. The final drive unit is bolted solidly to a frame crossmember, and drives the rear wheels through driveshafts equipped with inner and outer constant velocity joints.
The front suspension is of MacPherson strut type, with the coil spring/shock absorber unit making up the upper suspension link. The rear suspension is made up of coil spring- over-shock absorber struts, or coil springs and conventional shock absorbers, depending on model.
The brakes are disc type at the front, with either drums or discs at the rear, depending on model. Servo assistance is standard on all models. Some later models are equipped with an Anti-lock Braking System (ABS). All models are manufactured to fine limits, and live up to the BMW reputation of quality workmanship. Although many of the models covered by this manual appear complex at first sight, they should present no problems to the home mechanic.
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The E28 5-Series models were introduced in October 1981, and were superseded in June 1988 by the revised E34 5-Series range, Touring versions of which became available from March 1992. Throughout this manual, E28 models are also referred to as “old-shape”, while E34 models are designated “new-shape”.
The models covered by this manual are equipped with single overhead cam in-line four- and six-cylinder engines. Early 316 and 518 models are fitted with carburettors, but all other models are fitted with fuel injection systems. Transmissions are a five-speed manual, or three- or four-speed automatic. The transmission is mounted to the back of the engine, and power is transmitted to the fully-independent rear axle through a two- piece propeller shaft. The final drive unit is bolted solidly to a frame crossmember, and drives the rear wheels through driveshafts equipped with inner and outer constant velocity joints.
The front suspension is of MacPherson strut type, with the coil spring/shock absorber unit making up the upper suspension link. The rear suspension is made up of coil spring- over-shock absorber struts, or coil springs and conventional shock absorbers, depending on model.
The brakes are disc type at the front, with either drums or discs at the rear, depending on model. Servo assistance is standard on all models. Some later models are equipped with an Anti-lock Braking System (ABS). All models are manufactured to fine limits, and live up to the BMW reputation of quality workmanship. Although many of the models covered by this manual appear complex at first sight, they should present no problems to the home mechanic.
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BMW 7 Interface (E65/E66) Installation / Connection Manual
BMW E65/66 Interface Installation Manual
Caution before working
1. Before installation, be sure to key off and wait more than 5 minutes for complete discharge of electricity
2. Don’t turn on the ignition during connectors are disconnected, because if you turn on the ignition with disconnected connectors, ECU falsely recognize status of car as an error and display error code on monitor
3. Be sure to use the tools of proper size and usage.
4. Don’t try to dissemble and assemble by force
5. Use proper tape or soft fabric to protect car from scratch or damage
6. Be sure to use power line from cigar lighter. In the case that you cannot use power line from cigar lighter, be sure to use a relay to protect interface from electric shock
1. Connecting supplied LVDS cable with original monitor
1-1. On upper side of monitor, you can see two star shaped screws with proper screw driver
1-2. There are two connectors, white one and black one. Remove white one first and black one later. (Caution : When you assemble, connect black one first and white one later)
1-3. Be careful not to scratch or damage wood trim
1-4. When you pull out monitor module, slightly lift up dashboard plastic, which make it easier to pull out monitor module
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Caution before working
1. Before installation, be sure to key off and wait more than 5 minutes for complete discharge of electricity
2. Don’t turn on the ignition during connectors are disconnected, because if you turn on the ignition with disconnected connectors, ECU falsely recognize status of car as an error and display error code on monitor
3. Be sure to use the tools of proper size and usage.
4. Don’t try to dissemble and assemble by force
5. Use proper tape or soft fabric to protect car from scratch or damage
6. Be sure to use power line from cigar lighter. In the case that you cannot use power line from cigar lighter, be sure to use a relay to protect interface from electric shock
1. Connecting supplied LVDS cable with original monitor
1-1. On upper side of monitor, you can see two star shaped screws with proper screw driver
1-2. There are two connectors, white one and black one. Remove white one first and black one later. (Caution : When you assemble, connect black one first and white one later)
1-3. Be careful not to scratch or damage wood trim
1-4. When you pull out monitor module, slightly lift up dashboard plastic, which make it easier to pull out monitor module
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Junior World Rally Championship 2008 Season Guide
Take a selection of the world’s most talented young rally drivers from a wide range of countries, let them drive seriously fast cars from leading car manufacturers in seven locations around the world and you have the FIA Junior World Rally Championship (FIA J-WRC).
The word ‘Junior’ doesn’t mean the rallying is any less heart-stopping. Nor does it mean the drivers are any less talented. Far from it. They are quite simply ‘young drivers in small cars’. We’ve brought together drivers that are younger, hungrier and have more to prove – they want to be the WRC champions of the future and they’re going to put their foot to the floor to get there.
Just like their heroes in the FIA World Rally Championship, these drivers – who are all 28 years old or younger – have to pit their wits against the toughest opponent of all, the clock. In each event, they have to compete for three days of intense rally driving on closed public roads and whoever finishes in the fastest time wins.
Millions of fans are blown-away by the Junior division of the WRC – both live and on TV – and a 26-minute highlight programme produced by WRC TV covers the action in all rounds. In 2007, 51 channels covering 218 territories televised the high-speed action and with rapidly expanding TV coverage, this figure is set to rise in 2008.
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The word ‘Junior’ doesn’t mean the rallying is any less heart-stopping. Nor does it mean the drivers are any less talented. Far from it. They are quite simply ‘young drivers in small cars’. We’ve brought together drivers that are younger, hungrier and have more to prove – they want to be the WRC champions of the future and they’re going to put their foot to the floor to get there.
Just like their heroes in the FIA World Rally Championship, these drivers – who are all 28 years old or younger – have to pit their wits against the toughest opponent of all, the clock. In each event, they have to compete for three days of intense rally driving on closed public roads and whoever finishes in the fastest time wins.
Millions of fans are blown-away by the Junior division of the WRC – both live and on TV – and a 26-minute highlight programme produced by WRC TV covers the action in all rounds. In 2007, 51 channels covering 218 territories televised the high-speed action and with rapidly expanding TV coverage, this figure is set to rise in 2008.
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Buying Guide for BMW 2002
As early as 1963 there had been discussions about a new and smaller BMW. Thoughts began to focus on a short wheelbase two-door version of the New Class saloon. This plan had particular merit because it would help to re-establish the sporting image that BMW had enjoyed in the 1930's but never recaptured since. The shorter wheelbase would bring handling advantages while the lighter body would improve performance, and of course the two-door configuration would look more sporting than the four-door New Class type. The two-door model did not take long to design.
The New Class wheelbase was shortened from 100.4 inches to 98.4 inches, Wilhelm Hofmeister restyled the passenger cabin to suit, and the front of the car was given a minor facelift. Most of the running gear came directly from the existing four-door saloons, although there was a narrow track rear axle, which made front and rear tracks equal on the two-door model. The decision was made to launch the car with the 1,573cc "1600" engine and, decided to call it the 1600-2. The additional figure 2 standing for its two doors and distinguishing it from the four-door 1600 saloon. The 1600-2 was announced in March 1966 and was immediately acclaimed as a winner. The lighter body made the car nearly as fast as the 1800 sedan, while the excellent handling added a sporting ingredient, which was lacking in the larger car. The motoring press was unable to resist comparisons with Alfa Romeo's sports cars, which suited BMW's needs perfectly. At the Frankfurt Motor show in autumn 1967, they announced an even more sporting version - the 1600ti - with a 105 hp twin carburetor engine. And by this stage BMW were already considering the possibility of giving their two-door vehicle yet another engine in the shape of a 2-litre relative of the 1600ti's four cylinders. Not long after the 1600-2 was announced, Alex von Falkenhausen had a 2-litre engine dropped into an example of the car for his own use. Completely independently, BMW's Planning Director Helmut Werner Bonsch had exactly the same conversion carried out for his car. Neither man knew of the other's car until one day in mid - 1967 when both cars were in the workshops together at BMW. Both were enthusiastic about their 2-litre two-doors, and between them decided to put a formal proposal to the BMW Board that such a model should be considered for production.
Their cause was greatly helped by developments in the USA. BMW had never meant very much in that market before the mid-1960's, and the marque had been imported only in small numbers. The company was well aware of the value of sales success in such a large market, and until this point had not had a model which appealed to American customers. In 1966, all that changed. The new two-door 1600-2 models received rave reviews in the American motoring press, and all of a sudden sales started to gather momentum. Wanting to capitalize on this success, importer Max Hoffman urged the Bavarians to let him have another model in the same vein, and preferably one with even more performance. The only model in that range was the 1600ti. Unfortunately, the twin-carburetor engine could not be made to meet the new Federal exhaust emissions...
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The New Class wheelbase was shortened from 100.4 inches to 98.4 inches, Wilhelm Hofmeister restyled the passenger cabin to suit, and the front of the car was given a minor facelift. Most of the running gear came directly from the existing four-door saloons, although there was a narrow track rear axle, which made front and rear tracks equal on the two-door model. The decision was made to launch the car with the 1,573cc "1600" engine and, decided to call it the 1600-2. The additional figure 2 standing for its two doors and distinguishing it from the four-door 1600 saloon. The 1600-2 was announced in March 1966 and was immediately acclaimed as a winner. The lighter body made the car nearly as fast as the 1800 sedan, while the excellent handling added a sporting ingredient, which was lacking in the larger car. The motoring press was unable to resist comparisons with Alfa Romeo's sports cars, which suited BMW's needs perfectly. At the Frankfurt Motor show in autumn 1967, they announced an even more sporting version - the 1600ti - with a 105 hp twin carburetor engine. And by this stage BMW were already considering the possibility of giving their two-door vehicle yet another engine in the shape of a 2-litre relative of the 1600ti's four cylinders. Not long after the 1600-2 was announced, Alex von Falkenhausen had a 2-litre engine dropped into an example of the car for his own use. Completely independently, BMW's Planning Director Helmut Werner Bonsch had exactly the same conversion carried out for his car. Neither man knew of the other's car until one day in mid - 1967 when both cars were in the workshops together at BMW. Both were enthusiastic about their 2-litre two-doors, and between them decided to put a formal proposal to the BMW Board that such a model should be considered for production.
Their cause was greatly helped by developments in the USA. BMW had never meant very much in that market before the mid-1960's, and the marque had been imported only in small numbers. The company was well aware of the value of sales success in such a large market, and until this point had not had a model which appealed to American customers. In 1966, all that changed. The new two-door 1600-2 models received rave reviews in the American motoring press, and all of a sudden sales started to gather momentum. Wanting to capitalize on this success, importer Max Hoffman urged the Bavarians to let him have another model in the same vein, and preferably one with even more performance. The only model in that range was the 1600ti. Unfortunately, the twin-carburetor engine could not be made to meet the new Federal exhaust emissions...
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A step by step guide to installing the SMT6
This guide focuses on the standard installation of an SMT6 unit. For help with non-standard tuning applications, such as the turbo nitrous control, please refer to the Application Notes. Application Notes can be found under the “Downloads” section on our website www.perfectpower.com.
It is not recommended to complete an installation by wiring everything at once. The reason is that should a problem occur, it could be difficult to isolate it. It is best to divide the installation into its separate components, and complete each component successfully, step by step. It will be useful if you are familiar with wiring diagrams as a wiring diagram can help you save time. However, wiring diagrams should only be used as a reference, as it may be possible that the diagram is not compatible with your particular car. By following the installation step by step, you can confirm that you have the correct signals with an oscilloscope. If you don’t have an oscilloscope (scope) when doing an installation, this step by step installation guide will at least help isolate any problems, should one occur.
The following is a typical wiring diagram of an installation. If you need assistance with wiring diagrams, please send the ECU pinout schematics for it and send them to info@perfectpower.com. This guide will also explain some of the wiring principles, signals and how to make your own wiring diagrams. If you have no information on the car then the correct wires and signals will need to be traced. This process will be explained in the guide.
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It is not recommended to complete an installation by wiring everything at once. The reason is that should a problem occur, it could be difficult to isolate it. It is best to divide the installation into its separate components, and complete each component successfully, step by step. It will be useful if you are familiar with wiring diagrams as a wiring diagram can help you save time. However, wiring diagrams should only be used as a reference, as it may be possible that the diagram is not compatible with your particular car. By following the installation step by step, you can confirm that you have the correct signals with an oscilloscope. If you don’t have an oscilloscope (scope) when doing an installation, this step by step installation guide will at least help isolate any problems, should one occur.
The following is a typical wiring diagram of an installation. If you need assistance with wiring diagrams, please send the ECU pinout schematics for it and send them to info@perfectpower.com. This guide will also explain some of the wiring principles, signals and how to make your own wiring diagrams. If you have no information on the car then the correct wires and signals will need to be traced. This process will be explained in the guide.
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BMW Sirius Receiver Installation Guide
This installation guide is intended to supplement the BMW Installation Instructions to help you with the installation of the BMW Sirius Receiver for X5 (E53) with Navigation. I opted for the Terk SIR3 Low-Profile Magnetic Mount antenna and mounted it in the spoiler. As a result, this guide will not cover the installation of the BMW Sirius Satellite Antenna and you should follow the instructions supplied with the BMW Sirius Satellite Antenna Kit if you decide to go that route. I found no signal loss or weak reception with the antenna being in the spoiler and would strongly recommend if you want to be stealth and do not like the obtrusive shape of the BMW Sirius antenna on your roof.
You could also try to mount the BMW Sirius Satellite Antenna in the spoiler, but it is too big to fit in there. I attempted to remove the antenna cover to make room, but could not pull back the weather stripping to expose the torx screws. Pictures of the BMW Sirius Satellite Antenna are attached in the last section to show you more details. Cost wise, the Terk SIR3 and SIR-SP splitter cost about $65 plus sales tax and can be purchased from Best Buy, Circuit City, Crutchfield, Sound Advice, or your local audio shops. The BMW Satellite Roof Antenna is retailed at $125.00 and can be purchased for as little as $93.60 from Pacific BMW, Circle BMW, or Crevier BMW.
It takes me about 3 hours to complete the project, and the bulk of time was spent on mounting the Terk SIR3 antenna on the spoiler and fishing the antenna lead through the rubber grommets (about 1 and ½ hours!). But I also wanted to take my time and do it right, especially not rushing through the procedures and kink or crimp the antenna leads.
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You could also try to mount the BMW Sirius Satellite Antenna in the spoiler, but it is too big to fit in there. I attempted to remove the antenna cover to make room, but could not pull back the weather stripping to expose the torx screws. Pictures of the BMW Sirius Satellite Antenna are attached in the last section to show you more details. Cost wise, the Terk SIR3 and SIR-SP splitter cost about $65 plus sales tax and can be purchased from Best Buy, Circuit City, Crutchfield, Sound Advice, or your local audio shops. The BMW Satellite Roof Antenna is retailed at $125.00 and can be purchased for as little as $93.60 from Pacific BMW, Circle BMW, or Crevier BMW.
It takes me about 3 hours to complete the project, and the bulk of time was spent on mounting the Terk SIR3 antenna on the spoiler and fishing the antenna lead through the rubber grommets (about 1 and ½ hours!). But I also wanted to take my time and do it right, especially not rushing through the procedures and kink or crimp the antenna leads.
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BMW Navigation Buyer’s Guide
1. Buy Smart—It is easy to make mistakes
Two common threads on our forum are either from someone asking if a navigation computer they have found on eBay or elsewhere is right for their vehicle upgrade or from someone who is seeking validation of a navigation computer they have already purchased. Many people have posted their success stories of various navigation upgrades and retrofits, so the process is very well understood for the E38/E39/E53 families of BMW. Variations in original equipment and the many types of BMW factory installed and accessory navigation systems makes it complicated but not impossible to identify and purchase the right pieces. There are a significant number of misidentified or misunderstood navigation computers for sale out there that can leave buyers stranded and or screwed. This document is an attempt to identify the different BMW navigation computers available and to help you to identify the one that is right for your project.
2. Types of navigation systems There are three major types of navigation systems that BMW has offered as original equipment options and accessory retrofits over the past several years. These include:
2.1. SA608 Navigation System with On Board Computer / SA609 Navigation System with TV receiver module. There have been 8 generations of navigation computers employed in this factory installed system that we are aware of so far, MKI, MKII, MKIII, MKIV, NAVI01, NAVI02, NAVI03, and the latest CCC System.
2.1.1. MKI: This is the original BMW factory installed navigation option that was first introduced in the 1994 E38 (7 series) and 1995 E39 (5 series) model years. This Nav system used a CD-ROM drive based nav computer, an external magnetic gyro (compass), a GPS antenna and receiver module (Trimble) and a TV receiver module in conjunction with the On Board Monitor module up front. This same system layout, with newer generation nav computers and simplified modules is still being used in all US-Specification and some European-specification vehicles. (See Diagram 1 at the end of this document for the layout used in MKI systems)
2.1.2. MKII: A new computer was introduced for the 1998 model year featuring a simplified system layout, (see Diagram 2 at the end of this document), eliminating the separate magnetic gyro which was now included inside the GPS receiver (Trimble) module. The MKII computer was also faster than its MKI predecessor solving route requests faster and offered a female voice instead of the male voice used in the MKI computer. The MKII was also installed as an option in the E46, X5, and Z8 cars. The Z8 model was designed especially for vertical installation as were the later MKIII and MKIV units for this car.
2.1.3. MKIII: These systems were first seen in the E39 in August 2000 production and E38s for the 2001 model year. The MKIII system simplified the layout a bit further (see Diagram 3 at the end of this document), moving the GPS receiver (Trimble) inside the nav computer housing; now GPS antenna is plugged directly into the MKIII computer itself. Software upgrades included more choices of native languages, and a split-screen option for the graphics to take advantage of the wide screen On Board Monitor launched in mid production of the 2001 model year. A faster CPU of course was also another key advancement.
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Two common threads on our forum are either from someone asking if a navigation computer they have found on eBay or elsewhere is right for their vehicle upgrade or from someone who is seeking validation of a navigation computer they have already purchased. Many people have posted their success stories of various navigation upgrades and retrofits, so the process is very well understood for the E38/E39/E53 families of BMW. Variations in original equipment and the many types of BMW factory installed and accessory navigation systems makes it complicated but not impossible to identify and purchase the right pieces. There are a significant number of misidentified or misunderstood navigation computers for sale out there that can leave buyers stranded and or screwed. This document is an attempt to identify the different BMW navigation computers available and to help you to identify the one that is right for your project.
2. Types of navigation systems There are three major types of navigation systems that BMW has offered as original equipment options and accessory retrofits over the past several years. These include:
2.1. SA608 Navigation System with On Board Computer / SA609 Navigation System with TV receiver module. There have been 8 generations of navigation computers employed in this factory installed system that we are aware of so far, MKI, MKII, MKIII, MKIV, NAVI01, NAVI02, NAVI03, and the latest CCC System.
2.1.1. MKI: This is the original BMW factory installed navigation option that was first introduced in the 1994 E38 (7 series) and 1995 E39 (5 series) model years. This Nav system used a CD-ROM drive based nav computer, an external magnetic gyro (compass), a GPS antenna and receiver module (Trimble) and a TV receiver module in conjunction with the On Board Monitor module up front. This same system layout, with newer generation nav computers and simplified modules is still being used in all US-Specification and some European-specification vehicles. (See Diagram 1 at the end of this document for the layout used in MKI systems)
2.1.2. MKII: A new computer was introduced for the 1998 model year featuring a simplified system layout, (see Diagram 2 at the end of this document), eliminating the separate magnetic gyro which was now included inside the GPS receiver (Trimble) module. The MKII computer was also faster than its MKI predecessor solving route requests faster and offered a female voice instead of the male voice used in the MKI computer. The MKII was also installed as an option in the E46, X5, and Z8 cars. The Z8 model was designed especially for vertical installation as were the later MKIII and MKIV units for this car.
2.1.3. MKIII: These systems were first seen in the E39 in August 2000 production and E38s for the 2001 model year. The MKIII system simplified the layout a bit further (see Diagram 3 at the end of this document), moving the GPS receiver (Trimble) inside the nav computer housing; now GPS antenna is plugged directly into the MKIII computer itself. Software upgrades included more choices of native languages, and a split-screen option for the graphics to take advantage of the wide screen On Board Monitor launched in mid production of the 2001 model year. A faster CPU of course was also another key advancement.
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Tuesday, July 15, 2008
Forge Motorsport Golf 1.8T, SEAT Leon 1.8T and Audi A3 1.8T DV fitting guide
Tools required: - Cross head screwdriver, Flat blade screwdriver, 6mm and 7mm hose
clip drivers, Sharp craft knife.
1/ Open bonnet/hood. Remove the plastic engine cover. Remove the hose running between the throttle body housing and the top intercooler connection (bottom left hand corner of the picture above)
2/ Fit the new hose with the 25mm spout as shown above. If the hose is too long it will probably become misshapen, if this happens then remove and simply trim the ends with a sharp craft knife, only remove 10-15mm at any time and refit to check the hose shape after each cut if required. Once happy with the fit then secure with the hose clips supplied.
3/ Now remove your Diverter Valve from its original location in the Turbo inlet Pipe and fit it into the relocation hose as shown above. Secure with the hose clip supplied.
4/ Use the 90 degree plastic bends and the straight 25mm hose to complete the hose run between the Turbo intake pipe and the new DV location. Use the hose clips supplied and secure all hose connections once you are happy with the fit and routeing. Fit the 25mm blanking plug to the original DV boost hose and secure with a hose clip. (If you have spare hose from the straight length provided you can remove the boost hose and fit a short length of 25mm silicon hose and blank this as per both pictures here)
5/ Use the vacuum pipe and joiner as supplied in order to extend the original DV vacuum pipe to the new DV location, fix the vacuum pipe to the top of the DV as shown above. Use the zip ties supplied to tidy up the 25mm hose and prevent any other engine parts from rubbing through.
6/ Refit engine cover. Clear away all tools and close the bonnet/hood.
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clip drivers, Sharp craft knife.
1/ Open bonnet/hood. Remove the plastic engine cover. Remove the hose running between the throttle body housing and the top intercooler connection (bottom left hand corner of the picture above)
2/ Fit the new hose with the 25mm spout as shown above. If the hose is too long it will probably become misshapen, if this happens then remove and simply trim the ends with a sharp craft knife, only remove 10-15mm at any time and refit to check the hose shape after each cut if required. Once happy with the fit then secure with the hose clips supplied.
3/ Now remove your Diverter Valve from its original location in the Turbo inlet Pipe and fit it into the relocation hose as shown above. Secure with the hose clip supplied.
4/ Use the 90 degree plastic bends and the straight 25mm hose to complete the hose run between the Turbo intake pipe and the new DV location. Use the hose clips supplied and secure all hose connections once you are happy with the fit and routeing. Fit the 25mm blanking plug to the original DV boost hose and secure with a hose clip. (If you have spare hose from the straight length provided you can remove the boost hose and fit a short length of 25mm silicon hose and blank this as per both pictures here)
5/ Use the vacuum pipe and joiner as supplied in order to extend the original DV vacuum pipe to the new DV location, fix the vacuum pipe to the top of the DV as shown above. Use the zip ties supplied to tidy up the 25mm hose and prevent any other engine parts from rubbing through.
6/ Refit engine cover. Clear away all tools and close the bonnet/hood.
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Installation guide Single-Frame front bumper HF 7551 Audi A6 4B C5
1. Removal of the original bumper:
Remove all screws which hold the bumper. Also remove the screws which hold the alloy bar and remove the bumper with the alloy bar. Remove the alloy bar from the bumper and install it into the new Hofele-Design bumper.
2. Placement of the Hofele-Design front bumper on the car:
Place the new bumper on the car but do not yet bolt it on.
3. Preparation of the bonnet:
Remove the front grill and the rubber strap behind it. Install the front grill (HF 7052-S4 / RS4) in the extension piece.
4. Placement of the extension piece:
Place the extension piece onto the bonnet/hood and fix it with adhesive tape. Align the front grill so that there is an even slit between bumper and grill.
5. Screwing of the bumper:
After the correct alignment of bumper and front grill you can screw the bumper. Therefore drill two holes with 10mm diameter into the bumper and 8mm diameter into the alloy bar. Then cut a M8 thread into the holes. Use the delivered screws + washers to screw the bumper.
6. Gluing of extension piece and bonnet/hood:
Mark the correct position of the extension piece with adhesive tape. Sand the surface and clean it afterwards. Then apply the special glue (part of delivery) to the extension piece. Place the extension piece on the bonnet/hood and fix it with adhesive tape until the glue is completely dry (at least 24 hours).
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Remove all screws which hold the bumper. Also remove the screws which hold the alloy bar and remove the bumper with the alloy bar. Remove the alloy bar from the bumper and install it into the new Hofele-Design bumper.
2. Placement of the Hofele-Design front bumper on the car:
Place the new bumper on the car but do not yet bolt it on.
3. Preparation of the bonnet:
Remove the front grill and the rubber strap behind it. Install the front grill (HF 7052-S4 / RS4) in the extension piece.
4. Placement of the extension piece:
Place the extension piece onto the bonnet/hood and fix it with adhesive tape. Align the front grill so that there is an even slit between bumper and grill.
5. Screwing of the bumper:
After the correct alignment of bumper and front grill you can screw the bumper. Therefore drill two holes with 10mm diameter into the bumper and 8mm diameter into the alloy bar. Then cut a M8 thread into the holes. Use the delivered screws + washers to screw the bumper.
6. Gluing of extension piece and bonnet/hood:
Mark the correct position of the extension piece with adhesive tape. Sand the surface and clean it afterwards. Then apply the special glue (part of delivery) to the extension piece. Place the extension piece on the bonnet/hood and fix it with adhesive tape until the glue is completely dry (at least 24 hours).
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Audi TT Tweaker’s Guide
This guide is about tweaking and troubleshooting the original Audi TT, also known as mk.I. The information is snatched from various sources, mostly from Audi related forums on the Internet. Even tough the information is believed to be correct, it is provided with no warranty of any kind. The guide is divided into three parts. First part, Chapter 2, contains information how to troubleshoot common problems, and some general information. Second part, Chapter 3, contains instructions for tweaking various features. Third part, Chapter 4, is a collection of lists and tables, in an easily printable form.
As most things in a car are nowadays controlled with diagnostics software and a computer, this guide is mostly about the tricks and tweaks that can be done purely with software. At the moment, no hardware mods are included, though some general information is provided. This guide is not supposed to replace the workshop repair manual, but rather provide some often used information in easily accessible form. If you ever have read the repair manual, you probably appreciate it…
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As most things in a car are nowadays controlled with diagnostics software and a computer, this guide is mostly about the tricks and tweaks that can be done purely with software. At the moment, no hardware mods are included, though some general information is provided. This guide is not supposed to replace the workshop repair manual, but rather provide some often used information in easily accessible form. If you ever have read the repair manual, you probably appreciate it…
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The Audi S4 Biturbo A buyers guide
You’ll want a car that will last, a car that is safe, sure footed, and to a certain degree a car that you can “grow” with. You want a six-speed manual or tiptronic transmission, permanent four-wheel drive, and a six cylinder turbo-charged engine with the very latest five-valve per cylinder technology, superb build quality, and lots of “go”.
You’ve convinced your better half and your bank manager, you’ve checked with the insurance company that you can be covered and you’ve satisfied your conscience that you’ve made the “right” choice. You’ve made the decision to buy an Audi S4. Here’s how to make the vision into reality...
Model Specifics
Where do you go from here? Well, firstly you might want to appreciate that the Audi S4 biturbo was first released in Europe in 1998, with North America and Canada being introduced to the model in 2000, so there are actually two different models available in Europe.
The external differences can be seen quite quickly, with early vehicles featuring square side-repeaters, thin body-mouldings, flush mounted door handles, and Xenon headlamps with separate indicators. It takes quite an eye to see, but you may also note that the door-mirrors on earlier cars are not quite as “angular” as those of its successor.
You’ll also need to know when browsing through local classifieds and dealer pages that an S4 listed as circa 1994 is not a misprint, and while it is a fabulous car, you do not want to waste valuable time looking at it! The early S4’s (or urS4’s as they are sometimes referred to) are based on the last model Audi 100 cars, and feature a 20-valve 5-cylinder turbocharged engine as found in the Audi S2.
Choosing a vehicle
By choosing an Audi S4 biturbo, you’ve actually cut out some major hassles usually associated with car buying right from the start.
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You’ve convinced your better half and your bank manager, you’ve checked with the insurance company that you can be covered and you’ve satisfied your conscience that you’ve made the “right” choice. You’ve made the decision to buy an Audi S4. Here’s how to make the vision into reality...
Model Specifics
Where do you go from here? Well, firstly you might want to appreciate that the Audi S4 biturbo was first released in Europe in 1998, with North America and Canada being introduced to the model in 2000, so there are actually two different models available in Europe.
The external differences can be seen quite quickly, with early vehicles featuring square side-repeaters, thin body-mouldings, flush mounted door handles, and Xenon headlamps with separate indicators. It takes quite an eye to see, but you may also note that the door-mirrors on earlier cars are not quite as “angular” as those of its successor.
You’ll also need to know when browsing through local classifieds and dealer pages that an S4 listed as circa 1994 is not a misprint, and while it is a fabulous car, you do not want to waste valuable time looking at it! The early S4’s (or urS4’s as they are sometimes referred to) are based on the last model Audi 100 cars, and feature a 20-valve 5-cylinder turbocharged engine as found in the Audi S2.
Choosing a vehicle
By choosing an Audi S4 biturbo, you’ve actually cut out some major hassles usually associated with car buying right from the start.
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Monday, July 14, 2008
JLTDC01 condenser dryer with heat pump Instruction Manual
It is recommended that, for your convenience, the machine is positioned close to your washing machine. The tumble dryer must be installed in a clean place, where dirt does not build up. To keep vibration and noise to a minimum when the dryer is in use, it should be placed on a firm, level surface. Once in its permanent operating position, check that the dryer is absolutely level with the aid of a spirit level. If it is not, raise or lower the feet until it is. The feet must never be removed.
Specialist accessories
The following special accessories are available from your Service Force Centre.
Stacking kit (optional accessory):
It should be possible to stack your new dryer on top of a front loading washing machine with a covers depth of 60 cm and width of 60cm. Read carefully the instructions supplied with the stacking kit. Please contact your local John Lewis branch for further ad- vice.
Version to be supplied:
Installation kit for external condensate drain
Installation kit (125 122 510) for direct draining of condensate into a basin, siphon, gully, etc. The condensate tank then no longer has to be drained, it must however remain in its intended position in the machine. Refer to the “Programme options” section for how to deactivate the FULL TANK display.
Max. displacement height: 1m from the base of the dryer;
max. displacement length: 3m – with extractable stacker plate
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Specialist accessories
The following special accessories are available from your Service Force Centre.
Stacking kit (optional accessory):
It should be possible to stack your new dryer on top of a front loading washing machine with a covers depth of 60 cm and width of 60cm. Read carefully the instructions supplied with the stacking kit. Please contact your local John Lewis branch for further ad- vice.
Version to be supplied:
Installation kit for external condensate drain
Installation kit (125 122 510) for direct draining of condensate into a basin, siphon, gully, etc. The condensate tank then no longer has to be drained, it must however remain in its intended position in the machine. Refer to the “Programme options” section for how to deactivate the FULL TANK display.
Max. displacement height: 1m from the base of the dryer;
max. displacement length: 3m – with extractable stacker plate
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CS-F3G Programming Manual
This manual explains in detail how to program each of the functions in the IC-F3GT/GS and IC-F4GT/GS VHF AND UHF TRANSCEIVERS with the CS-F3G CLONING SOFTWARE. The CS-F3G can be set up to meet any number of requirements of your customers, such as system conditions, channels, frequencies, tones, etc.
IMPORTANT
Before using the program, make a backup copy of the original disk. Operate the program using the backup and keep the original in a safe place.
EQUIPMENT REQUIRED
To use the program, the following hardware and software is required:
• IBM PC/AT or PS/2 compatible computer with an RS-232C serial port
• Microsoft® Windows® 95 or Windows® 98
• Intel Pentium 100 MHz processor or faster
• At least 16 MB RAM
• At least 800×600 pixel display
• OPC-478 CLONING CABLE
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IMPORTANT
Before using the program, make a backup copy of the original disk. Operate the program using the backup and keep the original in a safe place.
EQUIPMENT REQUIRED
To use the program, the following hardware and software is required:
• IBM PC/AT or PS/2 compatible computer with an RS-232C serial port
• Microsoft® Windows® 95 or Windows® 98
• Intel Pentium 100 MHz processor or faster
• At least 16 MB RAM
• At least 800×600 pixel display
• OPC-478 CLONING CABLE
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SNIPER X1 VEHICLE SECURITY SYSTEM Installation Manual
FEATURES & SPECIFICATIONS
. Arm / Disarm
. Dual stage shock sensor
. Panic mode / Anti hijacking
. Valet mode
. Auto re-arming
. Ignition locking/Footbrake locking
. Remote door lock / unlock
. Remote boot release (if installed)
. Last door rearming
. Passive locking
. Interior light delay
. Car finder
. Override mode
. Silent arm/disarm
. Door lock/unlock pulse defaults
. Keyless entry
. Channel 3 output
. Automatic and manual anti-hijacking
With the alarm disarmed, switch the ignition ON. Within 10 seconds press the valet switch 6 times, after 2 seconds, the siren will chirp for 2 seconds and then the system enters into the code learning mode. Within another 10 seconds, press any button of the first transmitter, the siren will chirp for 1 seconds and lights flash twice to confirm the code has been learned. Apply the same procedure within next 10 seconds for the second transmitter. The system will leave the code learning mode after finishing learning the code for 2 transmitters. If two transmitters are not programmed, the ignition is switched OFF or the time exceeds the 10-second programming time, the system will leave the code learning mode.
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. Arm / Disarm
. Dual stage shock sensor
. Panic mode / Anti hijacking
. Valet mode
. Auto re-arming
. Ignition locking/Footbrake locking
. Remote door lock / unlock
. Remote boot release (if installed)
. Last door rearming
. Passive locking
. Interior light delay
. Car finder
. Override mode
. Silent arm/disarm
. Door lock/unlock pulse defaults
. Keyless entry
. Channel 3 output
. Automatic and manual anti-hijacking
With the alarm disarmed, switch the ignition ON. Within 10 seconds press the valet switch 6 times, after 2 seconds, the siren will chirp for 2 seconds and then the system enters into the code learning mode. Within another 10 seconds, press any button of the first transmitter, the siren will chirp for 1 seconds and lights flash twice to confirm the code has been learned. Apply the same procedure within next 10 seconds for the second transmitter. The system will leave the code learning mode after finishing learning the code for 2 transmitters. If two transmitters are not programmed, the ignition is switched OFF or the time exceeds the 10-second programming time, the system will leave the code learning mode.
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XR-C440/C450 Service Manual
Flexible Circuit Board Repairing
• Keep the temperature of the soldering iron around 270 C during repairing.
• Do not touch the soldering iron on the same conductor of the circuit board (within 3 times).
• Be careful not to apply force on the conductor when soldering or unsoldering .
Notes on chip component replacement
• Never reuse a disconnected chip component.
• Notice that the minus side of a tantalum capacitor may be damaged by heat.
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• Keep the temperature of the soldering iron around 270 C during repairing.
• Do not touch the soldering iron on the same conductor of the circuit board (within 3 times).
• Be careful not to apply force on the conductor when soldering or unsoldering .
Notes on chip component replacement
• Never reuse a disconnected chip component.
• Notice that the minus side of a tantalum capacitor may be damaged by heat.
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Powerwave Series Technical Manual
Before installing this version of upload/download software, please remove any existing PW8 or PW16 software first.
This is done by going to “Control Panel” then “Add/Remove Programs”. Next, select the “8 (or 16) zone panel upload download” option in the window then select “Add/Remove”. Once the old program has been removed you may proceed to install the new software. (NOTE: if you remove the old program as described above, all of your customer database files will be retained in the “Upload Download” folder, see below for the full directory tree).
To install the software, insert the disk labeled Disk 1 of 2 into the floppy drive. Next, select “Run” from the start menu.
Then type in; A:\setup.exe(use B:\setup.exe if using the B drive). The program will automatically install itself. When the installation process asks for Disk 2, remove Disk 1 from the floppy drive replacing it with disk 2 of 2 then press “enter”. When finished, select the “restart the computer” option so that the installation process can be completed.
The software will automatically create a new folder called “8 Zone Panel Upload Download” or “16 Zone Panel Upload Download” and install itself in the following area on your com- puters “C:” drive;
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This is done by going to “Control Panel” then “Add/Remove Programs”. Next, select the “8 (or 16) zone panel upload download” option in the window then select “Add/Remove”. Once the old program has been removed you may proceed to install the new software. (NOTE: if you remove the old program as described above, all of your customer database files will be retained in the “Upload Download” folder, see below for the full directory tree).
To install the software, insert the disk labeled Disk 1 of 2 into the floppy drive. Next, select “Run” from the start menu.
Then type in; A:\setup.exe(use B:\setup.exe if using the B drive). The program will automatically install itself. When the installation process asks for Disk 2, remove Disk 1 from the floppy drive replacing it with disk 2 of 2 then press “enter”. When finished, select the “restart the computer” option so that the installation process can be completed.
The software will automatically create a new folder called “8 Zone Panel Upload Download” or “16 Zone Panel Upload Download” and install itself in the following area on your com- puters “C:” drive;
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Radiological Toolbox User's Manual
A toolbox of radiological data has been assembled to provide users access to physical, chemical, anatomical, physiological and mathematical data relevant to the radiation protection of workers and member of the public. The software runs on a PC and provides, through a single graphical interface, quick access to contemporary radiation protection data and the means to extract these data for further use in computations and analysis. The numerical data, for the most part, are stored within databases in SI units. However, the user can display and extract values in non-SI units. This second release of the toolbox includes additional computational capabilities and numerical data of general interest. The toolbox was developed for the U.S. Nuclear Regulatory Commission.
The Radiological Toolbox, hereafter referred to as the Rad Toolbox or simply toolbox, was developed for the U.S. Nuclear Regulatory Commission (NRC). This computer application provides access to physical, chemical, anatomical, physiological and mathematical data (and models) relevant to the protection of workers and the public from exposures to ionizing radiation. A graphical interface enables viewing of the data and the means to extract data for further use in computations and analysis. The numerical data, for the most part, are stored in SI units. However the user can display and extract the data using non-SI units. The data are stored in Microsoft Access databases and in flat ASCII files. This second release of the toolbox features additional computational capabilities and numerical data of interest.
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The Radiological Toolbox, hereafter referred to as the Rad Toolbox or simply toolbox, was developed for the U.S. Nuclear Regulatory Commission (NRC). This computer application provides access to physical, chemical, anatomical, physiological and mathematical data (and models) relevant to the protection of workers and the public from exposures to ionizing radiation. A graphical interface enables viewing of the data and the means to extract data for further use in computations and analysis. The numerical data, for the most part, are stored in SI units. However the user can display and extract the data using non-SI units. The data are stored in Microsoft Access databases and in flat ASCII files. This second release of the toolbox features additional computational capabilities and numerical data of interest.
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BC-box and BCLab software v 3.4.17 User manual
The Civinco series of electronic control boxes - The BC - makes it possible to tune your engine without the need to reprogram the stock ECU (engine control-box). Civinco can offer both tuneable and ready-tuned boxes which gives you the possibility to optimise your engine. The BC-box is available in four versions: BC250 – Ready tuned box for stock cars with 1-5 cylinder engines. Used as an alternative for chips and serial programming. No PC software is supplied with this box.
BC500 - Tuneable box for cars with 1-5 cylinder engines. Includes PC software enabling full tuning of engine parameters. Tunes fuel, ignition, extra injectors, NOS, shift light, water injection etc. BC750 – Ready tuned box for stock cars with 6-10 cylinder engines. Used as an alternative for chips and serial programming. No PC software is supplied with this box. BC1000 - Tuneable box for cars with 6-10 cylinder engines. Includes PC software enabling full tuning of engine parameters. Tunes fuel, ignition, extra injectors, NOS, shift light, water injection etc.
The BC-box is connected between the stock ECU and the main harness, or it can be connected directly to sensors, injectors etc. This makes it possible to alter some in- and output signals which is necessary in all electronic tuning. The basic principle is that the BC-box will increase the boost pressure and add more fuel and at the same time "hide" this information from the ECU. In this way the ECU controls the engine during normal operation such as cold-start and idle etc but the BC-box controls the engine at high power. Common to all versions of the BC-box is that all tuning data is stored on a TuneCard (memory card) which is easily exchanged while driving to give the engine different behaviour such as; imobilizer, rpm-limiter, exotic fuels, max fuel efficiency or maximum power.
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BC500 - Tuneable box for cars with 1-5 cylinder engines. Includes PC software enabling full tuning of engine parameters. Tunes fuel, ignition, extra injectors, NOS, shift light, water injection etc. BC750 – Ready tuned box for stock cars with 6-10 cylinder engines. Used as an alternative for chips and serial programming. No PC software is supplied with this box. BC1000 - Tuneable box for cars with 6-10 cylinder engines. Includes PC software enabling full tuning of engine parameters. Tunes fuel, ignition, extra injectors, NOS, shift light, water injection etc.
The BC-box is connected between the stock ECU and the main harness, or it can be connected directly to sensors, injectors etc. This makes it possible to alter some in- and output signals which is necessary in all electronic tuning. The basic principle is that the BC-box will increase the boost pressure and add more fuel and at the same time "hide" this information from the ECU. In this way the ECU controls the engine during normal operation such as cold-start and idle etc but the BC-box controls the engine at high power. Common to all versions of the BC-box is that all tuning data is stored on a TuneCard (memory card) which is easily exchanged while driving to give the engine different behaviour such as; imobilizer, rpm-limiter, exotic fuels, max fuel efficiency or maximum power.
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CARMAN WI Operation Manual
Carman Wi checks the vehicle defects by cable or wireless as a self-diagnostic sensor scan tool. As it is a compact size and wireless LAN communication type, users can diagnose the vehicle defects more quickly and conveniently.
※ Functional Summary
- Diagnostic function of Korean, Japanese, European, American Vehicles
- Vehicle communication function by Wireless LAN, USB method
- Work efficiency connecting the existing PC
- Saved Data Search function
Carman Wi can be supplied with power in four ways as follows:
1. Cigar Lighter Cable
The cigar lighter cable can supply power to the product. However, when the vehicle ignition switch is off or upon starting a vehicle, power is not supplied to the cigar lighter socket.
2. Vehicle Battery
Connect the red clip of the battery connection cable to the (+) battery terminal, and black clip to the (-) terminal. Connect the cigar lighter cable between the battery connection cable and the product. In this case, power is supplied anytime regardless of the ignition switch status or vehicle starting. Be careful when connecting the cable, as incorrect polarity may damage the mainframe.
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※ Functional Summary
- Diagnostic function of Korean, Japanese, European, American Vehicles
- Vehicle communication function by Wireless LAN, USB method
- Work efficiency connecting the existing PC
- Saved Data Search function
Carman Wi can be supplied with power in four ways as follows:
1. Cigar Lighter Cable
The cigar lighter cable can supply power to the product. However, when the vehicle ignition switch is off or upon starting a vehicle, power is not supplied to the cigar lighter socket.
2. Vehicle Battery
Connect the red clip of the battery connection cable to the (+) battery terminal, and black clip to the (-) terminal. Connect the cigar lighter cable between the battery connection cable and the product. In this case, power is supplied anytime regardless of the ignition switch status or vehicle starting. Be careful when connecting the cable, as incorrect polarity may damage the mainframe.
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DigiMaster 18 Manual Guide
DigiMaster 18 is a programming machine with multifunction which can connect computer through the USB access. Apart from the ordinary functions, there are special models function:
1).Maintenance of the odometer: It is for correcting the mileage of the odometer (identify the data stored in the chip and analyze the data rule of them automatically). Repair the problem of the odometer & Coding the new odometer .
2).Universal Programmer: used when program and modify on the EEPROM with no more than 16 architraves.
3).Decoding Audio: this function module is designed for all kinds of audio with digital code. You can decode the original code when the original code is missed.
4).Restore the airbag: this function module is designed for restoring the data of the airbag after the traffic accident.
5).Computer decoding: used to read the immobilizer of VW/ Audi.
6).Signal generator: used to generate signal in different frequency of all kinds of sensors ( photoelectricity sensor; magnetoelectricity sensor, hall sensor etc. ), simulation test for the odograph and ECU.
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1).Maintenance of the odometer: It is for correcting the mileage of the odometer (identify the data stored in the chip and analyze the data rule of them automatically). Repair the problem of the odometer & Coding the new odometer .
2).Universal Programmer: used when program and modify on the EEPROM with no more than 16 architraves.
3).Decoding Audio: this function module is designed for all kinds of audio with digital code. You can decode the original code when the original code is missed.
4).Restore the airbag: this function module is designed for restoring the data of the airbag after the traffic accident.
5).Computer decoding: used to read the immobilizer of VW/ Audi.
6).Signal generator: used to generate signal in different frequency of all kinds of sensors ( photoelectricity sensor; magnetoelectricity sensor, hall sensor etc. ), simulation test for the odograph and ECU.
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Multimedia Interface IF-VAGMMIVIN2 User Manual
Video to LVDS converter with frame rate converting. Frame buffer offers very stable timing to the panel even under poor video signal conditions. De-interlacing video processing for PAL/NTSC/SECAM video with Automatic PAL/SECAM /NTSC selection High quality video decoder provides 3-dimensional comb filter, and provides high quality video for RGB and AV inputs.
High quality image processor makes PAL/SECAM 625-line image displayed on AUDI original 240-line screen without picture distortion or line cropping OSD shows the input channel and interface status
Automatic camera input switch
Automatic switching to RGB-input if after market navigation is installed
MMI key activation wire for AV switching
Anti-audio-POP noise in AV1/2/3 input selection Special connector to eliminate the possibility of wrong-plugging 3 AV inputs, camera input and high quality RGB input, with dip switches to disable each input 2 RCA video outputs for rear seat entertainment.
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High quality image processor makes PAL/SECAM 625-line image displayed on AUDI original 240-line screen without picture distortion or line cropping OSD shows the input channel and interface status
Automatic camera input switch
Automatic switching to RGB-input if after market navigation is installed
MMI key activation wire for AV switching
Anti-audio-POP noise in AV1/2/3 input selection Special connector to eliminate the possibility of wrong-plugging 3 AV inputs, camera input and high quality RGB input, with dip switches to disable each input 2 RCA video outputs for rear seat entertainment.
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D80 Projector User Manual
The D80 projector represents the state of the art in image processing combined with the innovative DLP™ sytsem and outstanding optics. Its range of inputs (1 Composite Video input, 1 S-Video input, 1 Components or RGB input, 1 graphic RGB input, 1 HDMI™ inputs) allow it to be connected to a wide range of analogue and digital sources: DVD players, video recorders, satellite and terrestrial receivers, computers, video game consoles, camcorders, etc.
Its image processing system allows optimum reproduction of a wide range of input signals, from interlaced video to high definition and digital graphics.
Faithful reproduction of signals at higher resolutions (such as high definition video and graphics) occurs without loss of information or reduction of image sharpness thanks to the processor’s high pixel rate signal acquisition capabilities.
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Its image processing system allows optimum reproduction of a wide range of input signals, from interlaced video to high definition and digital graphics.
Faithful reproduction of signals at higher resolutions (such as high definition video and graphics) occurs without loss of information or reduction of image sharpness thanks to the processor’s high pixel rate signal acquisition capabilities.
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Compact Heat Pump Operation, Installation and Maintenance Manual
Compact Heat Pump Operating Instructions
Prior to use : -
1 Turn off the power supply at the local isolator
2 Open the door, using a coin or similar tool to unlock it
3 Check that the ground pressure gauge reads at least 0.3 bar. If the pressure is lower than this, open the mains cold water supply valve (fitted outside the case) fully until the gauge reads at least 1.8 bar, at which point a “click”will be heard. Close the mains cold water supply valve fully. If you can’t find this valve, or when you open it the gauge reading does not increase, call your installer and ask them about the mains cold water supply valve on the slinky ground array circuit.
4 Check that the underfloor pressure gauge reads at least 0.3 bar. If the pressure is lower than this, find the mains cold water supply valve, which is probably near your underfloor heating manifold fully until the gauge reads at least 1.8 bar, at which point a “click”will be heard. Close the mains cold water supply valve fully. If you can’t find this valve, or when you open it the gauge reading does not increase, call your installer and ask them about the mains cold water supply valve on the underfloor circuit.
5 Replace the door, using a coin or similar tool to lock it.
6 Turn on the power supply at the local isolator and program the external timeclock / thermostat to use as much off-peak electricity as possible.
7 NB. There is a delay of approximately 3 minutes before the Compact's refrigeration compressor starts.
8 If you have any problems then please turn to the “Troubleshooting”section
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Prior to use : -
1 Turn off the power supply at the local isolator
2 Open the door, using a coin or similar tool to unlock it
3 Check that the ground pressure gauge reads at least 0.3 bar. If the pressure is lower than this, open the mains cold water supply valve (fitted outside the case) fully until the gauge reads at least 1.8 bar, at which point a “click”will be heard. Close the mains cold water supply valve fully. If you can’t find this valve, or when you open it the gauge reading does not increase, call your installer and ask them about the mains cold water supply valve on the slinky ground array circuit.
4 Check that the underfloor pressure gauge reads at least 0.3 bar. If the pressure is lower than this, find the mains cold water supply valve, which is probably near your underfloor heating manifold fully until the gauge reads at least 1.8 bar, at which point a “click”will be heard. Close the mains cold water supply valve fully. If you can’t find this valve, or when you open it the gauge reading does not increase, call your installer and ask them about the mains cold water supply valve on the underfloor circuit.
5 Replace the door, using a coin or similar tool to lock it.
6 Turn on the power supply at the local isolator and program the external timeclock / thermostat to use as much off-peak electricity as possible.
7 NB. There is a delay of approximately 3 minutes before the Compact's refrigeration compressor starts.
8 If you have any problems then please turn to the “Troubleshooting”section
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