dadu1976

BMW Test -- Background It was this series of events and circumstances that created the problem for BMW and other automobile manufacturers. Owners had cars with clean injectors but dirty intake valves that caused drivability problems. An expensive solution is a walnut shell blasting (similar to sand blasting, but with a less abrasive material) of the intake valves to remove the offending deposits. The prospect of doing this several times before the vehicle warranty expired was not appealing to either dealers or customers. -------------------------------------------------------------------------------- BMW engine intake valve at center was used in evaluation of a fuel that successfully completed a 10,000-mile test to meet BMW requirements for unlimited mileage use. Also shown for comparison are a new valve (left), and a valve showing classic cauliflower carbonaceous deposit buildup, removed from a car that had been driven for about 35,000 miles with unknown fuels before being purchased for fleet test service. -------------------------------------------------------------------------------- BMW did a significant amount of work on their own investigating the causes of valve deposit. One important part of their research effort included a contract with the Institute to conduct vehicular fleet and laboratory bench tests. The initial vehicle program, begun in 1986, was an interdivisional effort. This project involved six 1985 BMW model 318i vehicles and used nine test fuels. A carefully designed test route was established, using trained drivers on a schedule consisting of 10 percent city, 20 percent suburban, and 70 percent highway driving. On the completion of 150,000 miles of road-test work, a protocol was established for a test route (cycle), vehicle, fuel-ranking methods, and drivability, supported by objective correlations in which intake valve deposit weights were compared with engine performance. A second program, testing seven cars, followed in 1987. This program provided additional data for the establishment of a fuel evaluation procedure, added to the database of commercial fuel performance, and allowed refiners to investigate new additive technology. An additional 130,000 miles were accumulated by the BMWs during this program. BMW presented results of the 1986 project at the 1987 Society of Automotive Engineers International Fuels and Lubricants Meeting in Toronto, Canada.* The presentation, coupled with the 1987 follow-on program, served to increase the interest of some refiners and additive companies. Others, however, considered it a "non-problem" or one isolated to a small importer of foreign cars. For the most part, BMW continued its early efforts to increase interest in raising fuel quality in the U.S. without much direct support from other automobile companies. Gradually, however, other vehicle manufacturers acknowledged that they, too, had problems or acknowledged the importance of the problem BMW had brought out of the closet. Furthermore, BMW developed a mechanism by which a fuel marketer at the service-station level could notify BMW owners that a particular gasoline could be depended on to provide good performance in their cars. Established performance criteria, SwRI experience and capabilities in fuels evaluation, and availability of the fleet of appropriate vehicles combined to make the Institute a logical choice to offer to refiners and marketers seeking a test by which they could evaluate their gasolines. Successful qualification using Institute procedures would allow manufacturers to market a fuel as having met BMW requirements. Starting with the original six 1985 model 318i vehicles, the SwRI/BMW North America (NA) fuels evaluation program was initiated in January 1988. There has been a continual increase since then in the number of fuels tested and cars used as more marketers have realized that fuel quality is an important issue. As part of the overall developmental process, there have been frequent additive/fuel response and product development studies conducted in these vehicles. The magnitude of the program and its rapid and continuing growth were not anticipated. There are currently 30 vehicles assigned to the program. Six of the original seven vehicles are still in service, each approaching 300,000 miles (the only dropout being one that was irreparably damaged in an accident). These vehicles may have had an engine and transmission change or two and other running gear repairs, but they have proven to be durable. The 5,000,000 total test miles in the project have required 125,000 driver hours (60 person-years). The test procedure has received widespread attention as fuel marketers have used it as a subject in television commercials and national media campaigns. Sponsors include companies not only in North America, but in Asia and Europe as well. Many national magazines have featured SwRI and the test procedure; most recently it was covered in Consumer Reports in January 1990. The 10,000-mile Test The fuel evaluation procedure, as currently structured, is based on 10,000 miles of driving in the BMW model 318i. These vehicles are equipped with 1.8L 4-cylinder engines and automatic transmissions. The testing is initiated with new, carefully weighed intake valves. This is followed by 10,000 miles of operation with the candidate fuel, and then disassembly of the cylinder head to reweigh the intake valves. An optional inspection at 5,000 miles is frequently conducted. -------------------------------------------------------------------------------- Carefully weighed intake valves are shown being placed in an engine in preparation for a test. After 10,000 miles of operation with a candidate fuel, the test engine cylinder head is disassembled and the intake valves reweighed. Individual valve carbonaceous deposit accumulations of up to 2 grams have been recorded. -------------------------------------------------------------------------------- The primary data consists of intake valve deposit ratings and weights and photographs of the intake valves. The significant data, however, is the actual deposit weight on the intake valves at 10,000 miles. Fuels are then classified in one of the three categories based on the following criteria established for the average of the four intake valves: 1) 100 milligrams maximum: meets BMW-NA standards of intake valve cleanliness for unlimited mileage. 2) 250 milligrams maximum: meets BMW-NA standards of intake valve cleanliness up to 50,000 miles. 3) More than 250 milligrams: does not meet BMW-NA standards of intake valve cleanliness.

Deci pot fi si alte cauze. cititi si aici

Frumos dar scump la Moeciu, cred ca plec pe la Cheia unde e surpinzator de ieftin. Acum 5 min am sunat la o pensiune si costa 70 ron dubla (3 margarete)

Vreau sa plec, cu familia, vreo 2 zile prin zona Brasov(unde sper ca e zapada). Am un ingeras de 3 ani care nu a vazut zapada niciodata. Rog sa imi recomandati o locatie, nu foarte scumpa.

Ai fost tareeee Nu zau- enumerati ce zgomote aveti sa nu mai cred ca sunt singur.

Pe drum denivelat troncane tumburusii de la usi. Sunt eu prea obsedat sau sunt un caz singular?

Cam greu nu vreau sa rup ceva...iar daca ma duc la service zic aia ca sunt oligofren, ca nu sunt in stare sa schimb un bec.

Ba da:aici ChevySan: Trebuie sa intinzi putin cablul de acceleratie din compartimentul motor.

NU vor sa iasa. Am tras pana am simtit ca se rupe.

Poate radeti dar cum naiba ajung la tripla spate sa schimb becu` . Am tras de mocheta dar nu s-a desprins din capsele alea.

Vezi:aici

Eu nu ma refer la pret ci la calitatea fabricatiei. 1. vibratii in volan la decelerare f puternice (l-am pus pe dealer sa mai imi dea o masina sa vad daca face la fel si tot asa facea) 2. zgomotoaasaa 3.suspensii zgomotoase spate 4.termen de livrare maaare 5.radio cd(stoc)=700 euro(cu cel pus de dealer arata ca dacia mea bordul ) 6. probleme cu pornirea la rece - vezi forumul lor

Nu pot spune decat ca sunt multumit de masina si nu regret nimic. Inainte de a opta pentru cumpararea acestei masini am explorat piata foarte constiincios si am facut test drive cu toate masinile din aceasta clasa.(nu includ marca dacia) La test drive nu am fost singur ci insotit de fiecare data de cel putin o persoana pentru a elimina astfel parerile subiective.(vin de pe un opel vectra b, opel kadett si inca mai detin o dacia 1300 din 1979 pe care o folosec in oras cand e foarte aglomerat). Toata lumea a fost de acord ca chevrolet este cea mai buna alegere. PS Hyundai Accent m-a dezamagit cel mai tare.

Eu am problema fara ac pornit. cum s-a rezolvat?

Incearca sa dai un "search". Trebuie sa respecti ce scrie in talon.

Asa face toate. Asa lucreaza suspensia.

Am rezolvat singur(wd40).

Am rezolvat. Dupa indelungi cautari, pipaituri si crunte dureri de spate am dibuit problema. Cablul de acceleratie in momentul cand luam piciorul de pe acceleratie se atingea de caroserie exact pe unde iese de la pedala in compartimentul motor. Nu mai speram. Problema eu am identificat-o iar remedierea s-a facut la service prin tensionarea cablului.

Acelaasi sistem il regasiti si pe Saab. saab

Are dreptate. Suspensia este dura si zgomotoasa.Si eu chiar am verificat presiunea.

Sunt cu totul de acord. Sfaturile lui tolin si abram burel cred ca m-au scutit de timp perdut in service si spagi.

Eu am un fel de alarma din fabrica. Are si goarna si chitaaie numai la deschiderea usilor si portbagajului din telecomanda de pe cheie. Nu are senzor de soc. Suna numai daca se deschide usa neautorizat, Chiar ma gandeaam daca i se poate conecta un senzor de soc. PS Am o problema cu tasta "a" de la laaptop si nu maai aam rabdare sa corectez textul.

Nu turez motorul degeaba, l-am turat ca sa-mi dau seama de unde se aude. Prima data am auzit cand schimbam treptele. Nu stiu sa desfac cupolaa ceasurilor . Ma-am saturat de pipait.

Maa scoaaate din minti. Nu reusesc sa-mi dau seama de unde vine.

Asa este, il am si in mers cand schimb viteza.Caand se mai incaalzeste se aude mult mai putin. Il ai si tu? Cum scap de el?