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Let’s begin by describing what a turbo wastegate is. A wastegate is essentially a device that bypasses some exhaust flow around the turbine section of a turbocharger to control maximum boost. A wastegate is usually controlled by a pressure actuator that is connected to manifold pressure. The wastegate is normally closed, held shut by a spring inside the actuator canister. When preset pressure limits are exceeded, the actuator progressively opens the wastegate, allowing exhaust flow to bypass the turbine, thus regulating manifold boost pressure. On the surface, it sounds like a simple premise, and in fact, a wastegate is a simple device. The problem comes from the pressure in the exhaust system, called turbine inlet pressure that can bear against the valve, overpowering the spring in the actuator, and forcing the wastegate open at lower than intended boost levels.

Original equipment turbocharger wastegate actuators are selected or engineered for a specified boost level and turbine inlet pressure. To keep costs down, such actuators are usually just big enough to do the job at the stock boost levels. If the turbocharger boost is increased for additional airflow and performance, the stock wastegate actuator is frequently incapable of holding the wastegate fully closed until the higher boost level is reached. This happens because turbine inlet pressure also increases as boost pressure rises. The fix is to use a bigger spring in the wastegate actuator to hold it closed until the desired peak boost is achieved, however, that also requires a bigger actuator diaphragm to override the heavier spring when the desired boost level is reached. That’s why Banks created the Big Head actuator that’s used on many of its diesel power systems.

The net affect is that the turbocharger comes up to peak boost more quickly and then maintains that boost level throughout the engine’s RPM range for optimum mid-range torque and top end performance. It’s another example of the engineering expertise you get from Gale Banks Engineering. We do it right

first the general defination of Anti-Lock Brakes An Anti-lock Braking System (ABS) (translated from German, Anti-Blockier System) is a safety system on motor vehicles which prevents the wheels from locking while braking. A non-locking braking system allows the driver to maintain steering control under heavy braking, by preventing a skid, and allowing the wheel to continue to forward roll and create lateral control, as directed by driver steering inputs. Disadvantages of the system include increased braking distances under some limited circumstances (ice, snow, gravel, “soft” surfaces), and the creation of a “false sense of security” among drivers who do not understand the operation, and limitations of ABS.

Since it came into widespread use in production cars (with “version 2″ in 1978), ABS has made considerable progress. Recent versions not only handle the ABS function itself (i.e. preventing wheel locking under braking), but also traction control (TCS or ASR), brake assist (BA, EBA or HBA), and electronic stability control (ESP, ESC or DSC), amongst others. Not only that, but the Bosch 8.0 version now weighs less than 1.5 kilograms, compared with the 6.3 kg version 2.0 in 1978.

how Anti-Lock Brakes works?
Since most cars on the road today have some form of Antilock Brakes (ABS) I think we should take a look at how they work and clear up some mis-information about them.

As always, what I describe here is how most systems work in general. Since different manufactures have their own versions of ABS their values, specifications and part names will differ. If you are having a problem with the ABS on your vehicle you should always refer to the specific service and repair manuals for your vehicle.

The ABS is a four-wheel system that prevents wheel lock-up by automatically modulating the brake pressure during an emergency stop. By preventing the wheels from locking, it enables the driver to maintain steering control and to stop in the shortest possible distance under most conditions.

During normal braking, the ABS and non-ABS brake pedal feel will be the same. During ABS operation, a pulsation can be felt in the brake pedal, accompanied by a fall and then rise in brake pedal height and a clicking sound.

Vehicles with ABS are equipped with a pedal-actuated, dual-brake system. The hydraulic system consists of the following:

ABS hydraulic control valves and electronic control unit
Power brake booster
Brake master cylinder
Necessary brake tubes and hoses
The anti-lock brake system consists of the following components:

Hydraulic Control Unit (HCU).
Anti-lock brake control module.
Front anti-lock brake sensors / rear anti-lock brake sensors.
Anti-lock Brake System (ABS) operates as follows:

When the brakes are applied, fluid is forced from the brake master cylinder outlet ports to the HCU inlet ports. This pressure is transmitted through four normally open solenoid valves contained inside the HCU, then through the outlet ports of the HCU to each wheel.

The primary (rear) circuit of the brake master cylinder feeds the front brakes.

The secondary (front) circuit of the brake master cylinder feeds the rear brakes.

If the anti-lock brake control module senses a wheel is about to lock, based on anti-lock brake sensor data, it closes the normally open solenoid valve for that circuit. This prevents any more fluid from entering that circuit.

The anti-lock brake control module then looks at the anti-lock brake sensor signal from the affected wheel again.

If that wheel is still decelerating, it opens the solenoid valve for that circuit.

Once the affected wheel comes back up to speed, the anti-lock brake control module returns the solenoid valves to their normal condition allowing fluid flow to the affected brake.

The anti-lock brake control module monitors the electromechanical components of the system.

Malfunction of the anti-lock brake system will cause the anti-lock brake control module to shut off or inhibit the system. However, normal power-assisted braking remains.

Loss of hydraulic fluid in the brake master cylinder will disable the anti-lock system.

The 4-wheel anti-lock brake system is self-monitoring. When the ignition switch is turned to the RUN position, the anti-lock brake control module will perform a preliminary self-check on the anti-lock electrical system indicated by a three second illumination of the yellow ABS wanting indicator.

During vehicle operation, including normal and anti-lock braking, the anti-lock brake control module monitors all electrical anti-lock functions and some hydraulic operations.

Each time the vehicle is driven, as soon as vehicle speed reaches approximately 20 km/h (12 mph), the anti-lock brake control module turns on the pump motor for approximately one-half second. At this time, a mechanical noise may be heard. This is a normal function of the self-check by the anti-lock brake control module.

When the vehicle speed goes below 20 km/h (12 mph), the ABS turns off.

Most malfunctions of the anti-lock brake system and traction control system, if equipped, will cause the yellow ABS warning indicator to be illuminated.

HERNDON, Va. - Mass Communications students at the University of Colorado at Boulder (CU-Boulder) were recently given the opportunity to participate in the U.S. media launch of the new 2009 Volkswagen Tiguan.

Thirty students from the CU School of Journalism and Mass Communication attended the press briefing which provided an overview of the Tiguan’s technical and marketing specifics. The briefing was then followed by a vehicle “walk-around”, a presentation of its features and a test drive. Students from print and broadcast journalism, public relations and advertising disciplines assisted the Volkswagen launch team in various aspects of the event.

“What better opportunity to give back to our hosts at CU-Boulder than to allow their students the opportunity to take part in a real press event,” said Keith Price, public relations manager for Volkswagen of America Inc. “Boulder reflects the active lifestyle of the Tiguan customer and prospect profile, so the location was a perfect fit and the opportunity to work with the university made it even better for Volkswagen.”

“It’s not often we can give our students hands-on experience in public relations, advertising and magazine journalism in the same event,” said Dean of the School of Journalism and Mass Communication, Paul Voakes.

In addition, Road & Track magazine will review articles submitted by students about the Boulder event and will consider publishing the best submission on its Web site. “Road & Track magazine, in both print and online media, needs to contribute to the development of the next generation of automotive journalists,” said Matt DeLorenzo, deputy editor, Road & Track. “We are excited about this opportunity”

Courtesy: Volkswagen of America Inc., USA

These are the first official sketches of Mazda’s new city car. It will be revealed in concept form at the Paris Motor Show in October.

It is most likely to be badged the Mazda 1 when it goes on sale. It will rival the Volkswagen up! and Toyota’s iQ.

The city car concept is likely to feature Perspex panels with sliding doors and seats, which should increase practicality.

Peter Birthwhistle, who is the chief designer at Mazda’s European Research and Development Centre has said: “The finished article will be even more radical than the car seen here. It will be aimed at young people and feature the likes of iPod connectivity, sat-nav and Blue- tooth. It will be environmentally friendly, and weigh as little as possible.”

The concept is likely to be powered by a combination of fuel cells and batteries.