Sylvi

Sir, Investing on a cheap voltmeter and a trickle charger too is good insurance in my experience... You are perfectly correct in the Battery trickle charger comment over night charging will extend battery life. I have had trickle charger experience for thirty years back when we had Diesel Peugeot cars which was a frailer in Srilanka due to difficult starting in the morning most of my friends who had those vehicles I fixed trickle chargers for their cars. All these chargers were assembled by me with a Transformer and a full wave rectifier to give 2 Amps DC. Wijesinghe.

Mr. Sumith, Did you buy this NISSAN Genuine thermostat Valve from the agents or from a one of their dealers. You get inferior quality valves made in other country's printed as genuine parts with the dealers. Get your money back and try with Agents. Wijesinghe.

Mr. Nisdhan, I apologize delay in reply did you sort out your Battery problem. Wijesinghe.

Sir, Did you get the door switches? Wijesinghe.

Sir, What the importer or seller has told is correct according to my Knowledge. The Vehicle on the advertisement must be within 5 years old when it is shipped. That registration in a foreign country canceled and shipped before end of June this year. Wijesinghe.

Sir, Please do inform what is your Master Cylinder washer Specifications in inches I have had a problem similar to your brake problem in my Vehicle I did change master cylinder washers but I did not get the original M/C valve on same. Problem was still existing.with peddle going down only very little brakes when brakes was applied got fed up removing M/C number of times. My M/C was 3/4 Inch Bought Nissan new 1 Inch washers pump fitted to the brake booster fitting was same as original pump but it was 2 Inches longer can accommodate on the same place. Problem solved no more peddle going down perfect brakes as I keep my leg to press the peddle total cost was Rs 40000.00 for new M/C pump made in Thailand. I went round Panchikawatha new shops you can get old duel circuit front and rear but new M/C pumps from 3500.00 to 5500.00 some are Lockheed pumps for old LD vans. Do you have a duel circuit that means front one tube feeds rear one tube feeds. Your Vehicle is fitted with Tandem Master Cylinder on rear top of differential?. I have discontinued the T M/C two years ago as it gave me some problems my speeds are not more than 50 KM. I did it my self with my workers. Wijesinghe.

Mr. Nishan, Your post says Battery's One is weak please inform is your 24 Volts system I think it is 24 Volts Exide I do not recommend I had problems with Exide. Please reply.

Sir, I have never used this maintenance free battery's.They have a history of 30 Years. If I am not mistaken this battery was first manufactured for Military Aircraft's in USA. My friends use them they are very satisfied. Before this post I verified the maintenance free battery Performance by Telephone calling them. They have used more than for two years they cost over Rupees 20000.00 Above said 3 of my friends have come to me to get their battery charging tested after fitting Maintenance free battery's I found on to my Digital volt meter that the peek voltage at 2000 RPM engine is running is 14 Volts. When full load comes on on the Vehicle that is Head lights Ac Wipers and Radio voltage get increased to 14.5 Volts. The normal moving pointer Ammeter comes to + side by 5 Amps. My advice is if you can effort to go for maintenance free battery and forget about the battery for two to three years. I change every 12 to 14 months a new lead acid battery which last one cost me Rupees 6500. Wijesinghe.

Mr, Devinda, My apology for the repeated reply. I think that figure is cheap because I checked up with a importer who has stocks he says his figure is 3.8M. With carry boy rear Canopy. Wijesinghe

Mr, Devinda, I think that figure is cheap because I checked up with a importer who has stocks he says his figure is 3.8M. With carry boy rear Canopy. Wijesinghe

Mr. A Amarakoon, Today I checked up the cost of Buddy vans With two dealers high end will go up to 1.8M and all available with dealers are not high end semi options they are 1.6M. Vehicle dealers are trying to make maximum what they can before stocks come please be patient for another 30 days then new stocks will come with new duty costs. Wijesinghe

Nawara Thailand made users, Any one had any experience during rainy weather water leaking from the Carry boy cab. Only the cab without glass on the end which fix into the cab. Has only a ribbed rubber. Wijesinghe.

Sir, Please be patient for another one month. Diesel Town ace/Vanette MAZDA 54/56 Registrations YOU CAN BUY GOOD ONE FOR YOUR AMOUNT 1.5M. Do not go for used vehicle if you are interested in a used one not more than 5 years used in Srilanka. Watch Sunday papers advertisements.ALL CARS AND VANS WILL WILL COME DOWN IN COST.Due to duty reduction. At the moment there is big inquiries for Japanese used Vehicles. Importers had ordered large consignment of vehicles. Wijesinghe

15 June, 2010 The First Holdens Did the first Holdens sell up a storm because they were satisfying the post-World War II pent-up demand for new cars, or were they also widely seen as good machines? We go back in time to find out. It’s a long time back to 1948, the year that the first Holden – and the first car to be manufactured wholly in Australia – was born. In fact it was on the 29th of November, 1948, that 1200 men and women, including Prime Minister Ben Chifley, gathered around a modest-looking motor car. The ivory-coloured car, which had been waiting behind silver curtains, was revealed to the sound of a 10-piece orchestra. The 48-215 was a four-door, six-seat vehicle. It was built almost entirely in Australia, was durable, well sealed against dust and stood up to the job on rough, unsealed Australian roads. After launch, the waiting list for the 48-215 rapidly increased and Holden reacted by expanding production from modest numbers in the closing months of 1948 to 100 units a day by 1951. In total, 120,402 of the 48-215 were built – an incredible number for a company new to manufacturing complete cars. (Holden had long experience of building bodies but not of the whole machine - from engine to suspension to interior.) The 48-215 was replaced in 1953 by a facelifted model – the FJ. Holden distinguished the FJ with more features, more chrome and a greater range of options. It replaced the vertical grille with an elaborate horizontal chrome design, and fitted new hubcaps, bumpers and bright metal body decorations, including small chrome fins on the rear guards. The accessory list expanded with the FJ and the colour range lifted to twelve choices. The new Special model featured armrests and a cigarette lighter and was available with a two-tone exterior paint finish. By 1956 just under 170,000 FJ Holdens had been built. The above story is well-known but one aspect of these first Holdens that has been obscured by the passing of time is how they were regarded by contemporary commentators. Yes, the Holdens sold-up a storm but was it more a case of Holden satisfying the pent-up post-WWII new car shortage, or were the first Holdens also widely seen as good cars? One way to find out is to look back at the road tests carried out on the 48-215 and the FJ – tests conducted not only in Australia but also internationally. The first Holdens attracted interest not just in Australia, but also overseas. In fact, some suggested that – like Volvo did at around the same time – the Holden could become a long-term, world-wide export success. ”An Interesting Example of American Ideas” In the UK, Motor magazine said, under the headline “An Australian Car of American Design...The HOLDEN”: There has for a long while been immense curiosity concerning the sort of car which American designers would produce, were they to turn their attention to something of European proportions. The small model which Chevrolet were reported to have developed has never yet been put into production, but the Central Engineering Department of the General Motors Corporation has recently produced a brand-new design, the Holden, for manufacture in Australia. An engine of slightly over two litres cylinder-swept volume developing 60 b.h.p., and a car whose wheel­base is 8 ft. 7 ins., reveal the Holden as something very comparable in size with various popular British post­war designs. It is a handsome yet practical car, showing styling features which may perhaps be traced to the influence of recent Buick models, and the use of a pressed-steel body to serve also as frame confirms that it is a car designed for production in quantity—a car which may sell in many countries other than its native Australia. The Holden engine is a straight­forward six-cylinder unit, with almost equal bore and stroke. Gear ratios are high enough to ensure that piston speed in top gear can never exceed safe limits, and vertical overhead-valves of modest size are timed with only 10 degrees of overlap to give good low-speed torque. Maximum power is available at 72 m.p.h. in top gear, with a piston speed of below 2,000 ft. per minute. The car’s body, said the magazine, “is an interesting example of American ideas freed from any restriction of [using] existing jigs and tools”. The “American influence has obviously been strong in the Holden, which is nonetheless compact and offers good ground clearance and turning circle figures”. ”Two Outstanding Features” Another UK magazine, The Autocar, said: There are two outstanding features about the Holden. The first is its seating capacity. Many of these cars are now to be seen on Australian roads and from the exterior appearance one would be justi­fied in classing them as small family cars, but open one of the four doors and it will at once be seen that six not-too-large people can be seated in comfort. The Holden's compact appearance belies its considerable body space. The other surprising feature about the Holden is the excellent fuel consumption. During the test run a figure of just over 32 m.p.g. was obtained. The kerb weight of the car is 19 cwt 3 qr, and the engine is rated at 21.6 h.p. Power-to­weight ratio of 1.08 rated horse-power per cwt (or 1.03 lb per c.c.) is largely respon­sible for the quality of liveliness notice­able in the car and for its remarkable fuel consumption. Under test the Holden demonstrated its smart pick-up and tractability. On good roads or rough corrugated surfaces, up hill and down dale, the performance was striking. Although driver and pas­sengers are seated well down within the car all-round vision is good, and the ride, both in the front and in the back, is comfortable. One of the most impressive qualities of the car is the ease with which high speed is reached and maintained. The engine ran smoothly and quietly during the acceleration tests. Through the gears from rest an indicated 40 m.p.h. was reached in 10 sec, and 50 m.p.h. in 14 sec. The engine remained steady on top gear down to 6 m.p.h. and showed no sign of distress at a speedometer reading of 80. The Holden cornered well, could be accurately placed on bends, and held the road at speed. On one hill which formed part of the test course it made light of the gradient, and went over rough, pot-holed sections without lifting. The Autocar test of the Holden, conducted in Britain, said: The General Motors assessment of the Australian market called for a car which would be reliable, economical, roomy and comfortable, and the requirements were to be met by having a six-seater car of low weight, powered by a 2.2-litre engine pulling a high gear. Weight reduction was pursued with great vigour throughout the design. Not only were surplus ounces taken off the structure and power unit, but also every accessory was examined with care, and those which came even a few ounces over the target weight were rejected. The result is a car with fine acceleration and a maximum of 80 m.p.h., which, without petrol, weighs just under a ton. It is, in fact, within a very few pounds of the target weight established when the project began and represents an achievement which only a short time ago was considered impossible without extensive use of light alloys. The Holden thus offers a remarkable combination of body space, performance and fuel economy. It even turns out to have a slightly better acceleration and maximum speed than were obtained from the best seller of all General Motors range, the Powerglide Chevrolet tested recently by The Autocar, and it does this with an engine of 2.2 litres against 3.9 litres. However, the magazine added: As its immediate destiny was for it to be sold purely on the Australian continent, some short cuts were adopted which, while acceptable there, would not fit it for other markets. There are no direction indicators and there is no provision for heating or demisting. There are no separate side lamps and only a single central tail lamp appears at the rear. Advantage was taken of the Australian climate to save weight and cost by using a 6-volt 11-plate 60-ampere-hour battery of smaller size than would nor­mally be found on such a car. The Autocar also found that the brakes snatched at low speed and the body shape made manoeuvring difficult when parking. Conclusion The Autocar concluded: “To sum up, one felt that here was a car admirably suited to Australian con­ditions, and that one would welcome a closer acquaintance and the opportunity of putting it through its paces in the outback country.” Furthermore, the magazine added in another test, the Holden is “an outstanding example of the results which can be achieved by single-minded concentration on the production of a simple utility car without mechanical complications or eye-catching gadgets.” It is certainly fascinating to read that the Holdens had better performance than a 3.9 litre Powerglide Chevrolet, were seen as supremely effective at performing their intended task, and the performance and fuel economy were achieved by advanced weight-conscious design! Their success was well deserved...

Ultrasonic Sensors for Automotive Radar March 1, 2010 By: Tom Adams, writing for the Fraunhofer Institute IZM Sensors A novel assembly method for automotive long-range radar may enable wider adoption of the technology. Onboard automotive sensing systems have increased in variety and usefulness in the past decade. They are most frequently offered as options on premium-priced automobiles, often from European manufacturers. There are ultrasonic sensors to measure distances in maneuvers such as parallel parking and also video systems for night vision. The various sensing systems can be classified as safety enhancers, convenience items, or a combination of the two. Automotive radar has also been available, as with the other sensor types, chiefly on high-end vehicles. It can have high safety value because of its sensitivity in detecting and locating other vehicles, especially at highway speeds, and is referred to as long-range radar because it looks for obstacles that are 200–300 m ahead. Long-range radar has been combined with the vehicle's cruise control to create what is known as Adaptive Cruise Control. Here's how it works: Suppose you are driving at 80 mph in the fast lane on an interstate highway and you're using cruise control. The car ahead of you, also in the fast lane, going at a speed of only 75 mph. The long-range radar will spot the car, note its location and speed, and communicate with your cruise control to lower your speed to 75 mph and to keep a safe distance between the two cars. If the car ahead speeds up to 80 mph or more, or if it moves to the right, Adaptive Cruise Control will boost your speed back up to 80 mph. At any speed, however, long-range radar can work to maintain a safe distance between your vehicle and the vehicle ahead and thus avoid rear-end collisions. Because of long-range automotive radar's high safety value, it would be beneficial to extend its use beyond high-end cars to the less expensive models. Unfortunately, it is inherently costly to acquire and assemble the components needed to make an automotive radar system. A few years ago the Fraunhofer Institute IZM, Germany's research center whose many divisions turn feasible concepts into manufacturable realities, saw a way to reduce the cost of these systems. Automotive radar systems typically consist of components attached to a printed circuit board (PCB). The researchers at Fraunhofer foresaw that costs could be reduced by using an assembly method that places the components inside the PCB. The German government then funded a consortium involving, among others: Bosch, the automotive parts manufacturer, Wuerth Elektronik, makers of PCBs, and the Fraunhofer Institute. The benefits of moderate-cost, long-range automotive radar would extend far beyond the protection of the driver and passengers in a top-end BMW that is cruising the autobahn at high speeds. On a more mundane level, most of the truck accidents in Germany are rear-end collisions—caused when the truck driver couldn't quite stop in time—that take place at speeds from 10 to 30 km/h. The vast majority of these accidents could be prevented if Germany mandated the use of long-range radar on all trucks. Such legislation does not exist today, but substantially decreasing the cost of long-range radar systems would make the idea more attractive. Today, for example, BMW charges about 1800 € for Adaptive Cruise Control with stop-and-go capability. Therefore, a primary goal of the consortium was to reduce the cost of manufacturing for a long-range radar system by about 30% to make the technology feasible for integration in mid-priced autos. Streamlined Assembly Electronic systems installed in automobiles have generally undergone more rigorous development than systems destined for most other applications. The automotive environment subjects electronics to drastic temperature fluctuations, noxious fumes, and endless shock and vibration. Under normal circumstances, lopping a small percent off the cost of manufacturing a PCB populated with integrated circuits, resistors, capacitors, connectors, and all the rest would be a significant challenge. We can understand part of the cost if we consider the steps involved in applying a plastic-encapsulated microcircuit (computer chip) to a PCB. The chip is removed from the plastic tube or tape that it was supplied on, is picked up by a vacuum or tweezers, and placed on the solder paste on the PCB. Later, the whole board is heated to around 260°C to melt the solder so that the metal leads sticking out of the microcircuit can make electrical connections with the board. After cooling, the board is cleaned and tested. Many handling steps are involved, presenting many opportunities for damage to the plastic-encapsulated microcircuit. The Fraunhofer Institute had a big advantage in modifying this scenario. Its Chip in Polymer technology has the same basic purpose as the solder-reflow process described above—to connect the silicon chip with display units, controls, and other parts of the system of which the chip is a part. The approach, however, is very different. Chip in Polymer Chip in Polymer begins with a very thin substrate—much thinner than the typical PCB. The substrate may be FR4 (a glass-reinforced epoxy laminate) or copper. The item to be embedded is typically a silicon chip. The silicon chip, previously thinned to a thickness of approximately 50 µm, is adhesively bonded face up onto this substrate. Then a layer of resin-coated copper is placed on top. The resin conforms to the height of the chip so that the copper layer on top remains flat. When the resin has cured, a laser drills holes down through the copper-resin to the contact pads on the chip. The holes are plated with copper, and the copper layer on top is etched in a pattern that leaves only the copper traces that will connect the chip to the rest of the system (Figure 1) The Fraunhofer team used the Chip in Polymer approach along with a second method called Duromer Embedding. In this method, the chip is first attached face down onto a carrier tape. The tape and chip are placed in a transfer-molding tool, where the chip is overmolded by transfer molding. The thickness of the mold compound over the chip backside can be controlled so that all chip-mold compound combinations have the same thickness, no matter what the thickness of the silicon. To assemble the 77 GHz radar system, all of the individual radar ICs were embedded by the Duromer process into one molded module (Figure 2), and Chip in Polymer was then used to attach this 1 mm thick module to the core substrate. The radar chip itself is a 1.8 by 1.7 mm silicon germanium (SiGe) 77 GHz voltage control oscillator (VCO) that runs off a 5.5 V supply voltage and has an operating temperature range of –40°C to 125°C. The VCO replaces the Gunn oscillator; both devices can be tuned to oscillate between 70 and 80 GHz, but the Gunn oscillator is hundreds of times larger than the chip. When a diode, such as those on the VCO, is biased, the usual result is an upward curve into a positive resistance area. The SiGe chip, in contrast, goes through an S curve, alternating between negative resistance (the downward part of the curve) and the upward positive resistance. This alternation into the negative region is what causes the oscillation and launches the radar signals. By removing several process steps and by doing without wires, wire-bonding, and solder, Fraunhofer researchers lowered the cost of the whole radar assembly by the desired 30%. Because the radar ICs are all embedded at the same level, it was possible to use the antenna arrays within the IC to employ a narrower radar beam. A wide radar beam has a lower spatial resolution; it can tell how far away an obstacle is, but it cannot reliably determine the obstacle's left-to-right position. To make a narrower beam requires the development of new algorithms, which were written by researchers at the university in Stuttgart; the corresponding antenna array layout was designed by university scholars at Erlangen. The resulting narrow-beam radar sweeps back and forth and does a better job of locating an object and of judging the object's dimensions to distinguish, for example, between a car and a motorcycle. Installation on the Horizon The completed module with its embedded radar ICs (Figure 3) passed the electrical and longevity tests that are standard at the conclusion of development. One test, though, was unnecessary—the shock and vibration tests that are often carried out on electronic assemblies destined for harsh applications. Earlier work during the Chip in Polymer development program had already shown that the chips were so well protected that further testing was unnecessary. The embedding and material-matching necessary to create this type of assembly ensures minimal movement of parts relative to one another during vibration or mechanical shock and ensures minimal differential stress under large temperature excursions. The embedded-chip radar system is not being installed in new vehicles just yet, primarily because the incorporation of new safety equipment in general proceeds slowly. However, expect to see the first versions in two to three years. ABOUT THE AUTHOR Tom Adams, BA, MA, can be reached at [email protected].

Sir, Thanks for your comment sorry for my belated reply. VERY GOOD ADVISE. I know I did a very big mistake using well water because I have number of tube wells in my garden I thought that water has no Chlorine but the tube well water contains lot of Iron deposits as our three over head tanks bottom has a layer of rust like grease. Now I use coolant mixed with distiled water which I buy by a gallon from my battery deler. Wijesinghe.

Sir, What happened to your battery problem. Wijesinghe.

To All members of the forum. RMV still not updated their WEB site I think correctly only PP has come so far. About Registration of numbers of motor Vehicles. http://www.motortraffic.gov.lk Wijesinghe.

I DO UNDERSTAND GOOD ENGLISH. I HOPE I DO NOT MAKE MISTAKES IN WRITING SOMETIMES MAY BE BECAUSE OF MY FAST TYPING. YOUR REPLY ABOVE HOW MANY MISTAKES PLEASE GO CAREFULLY AND READ. IT WAS VERY UNNECESSARY TO QUOTE MY FORUM NAME AND MAKE A SARCASTIC REMARK. WIJESINGHE

QUOTE (Killer-B @ Jun 7 2010, 09:31 PM) <{POST_SNAPBACK}> Your "dad" thingy makes it incredibly annoying to read..... first thing I would say to you is PLEASE DO NOT TRY TO BE ANOTHER SYLVI for god's sake Like Dilesh said, you just mentioned that given the choice of a jap and a indian car, you would go for a maruti. Either you have amnesia or you have cataracts being unable to see your previous post or you have just forgotten that you posted such a thing... Now you come here and talk about some "Market reality" and you blame me for going out of context.... what a dick! And you don't stop there; You know what....... I'M PROUD TO BE A SRILANKAN PLEASE DO NOT TRY TO BE ANOTHER SYLVI for god's sake. What do you mean by Quoting me on this post Did I cheat you or rob you. Your are writing out of topic. Do not Quote me in future Wijesinghe.

Mr. Sampath Eleperuma Sir, Please contact 0777230871 Mr. Dilantha Karagala at Dutugamunu road near kohuwala junction he will help you. Wijesinghe.

(silvy, please check spelling, i'm too lazy for that) Are you requesting a reply from me. Wijesinghe.

Phones members are discussing or about Automobiles This forum can any member discuss out of topic. Wijesinghe.

Sir, Please note I write about a 4 wheeler share my experience for 35000 KMs not about a 2 wheeler. I use a Chinese Van normal problems Radiator getting clogged over heating because I used tube well water Front brakes was binding due to a problem on the tandem master cylinder. If you maintain regularly no major problems. My engine is Japanese Suzuki engine made in china all other major parts can be inter changed by Japanese parts. I DO MOST OF REPAIRS MY SELF. Wijesinghe.

Mr. Pericles, I thank you for your comment. I all ways mind my Language and polite when ever I Write when other members antagonize me what can I Do Few members insulted me first about the thread on fuel saving. I find those members are roaming in the web to find out what are the other forums I write I have to retaliate. It is left to you to take any action. Wijesinghe.