Dali su nam neke skripte na engleskom da učimo iz toga, e sad većinu sam preveo ali ova 4 pasusa ne mogu nikako da uklopim.
Pa ako nekog ne mrzi
Pa ako nekog ne mrzi
REACH IS OKAY – LEAN IS BAD
If en engine operates with too lean an air-fuel mixture (less gas or more air than normal), the resulting temperature inside the engine is increased. A lean mixture burns hot and slow. Fuel inside the cylinder gas a cooling effect as it changes from a liquid to vapor (gas). A lean mixture haw fewer fuel droplets to vaporize; therefore, the fuel absorbs less heat and the combustion chamber temperature increases. A hotter-than-normal combustion chamber can cause enginedamaging ping (spark knock or detonation). The ping and heat may even cause holes to be burned in the tops of the pistons. The last thing the design engineers want to happen in the engine is for it to run lean. Therefore, whenever any malfunctioning sensor or system is detected by the computer, a richer mixture is usually commanded. Besides a richer mixture, a faster-than-normal idle speed may be enabled to spin the water pump faster and increase charging system current production. The cooling fan (s) also are often commanded “on” to help prevent the possibility of overheating.
“ORIGINAL EQUIPMENT” IS NOT A FOUR-LETTER WORD
To many technicians, an original equipment part is considered to be only marginal; to get the really “good stuff”, an aftermarket (renewal market) part has to be purchased. However, many problems can be traced to the use of an aftermarket part that has failed early in its service life. Technicians who work at dealerships usually go immediately to an aftermarket part that is observed during a visual inspection. It has been their experience that simply replacing the aftermarket part with the factory original equipment part often solves the problem. Original equipment parts are required to pass quality an durability standards and tests that are not required on aftermarket parts. The technician should be aware that the presence of a new part does not necessarily mean that the part is good.
6. The paper test.
A soundly running engine should produce even and steady exhaust at the tailpipe. Hold a piece of paper (even a dollar bill works) within 2,5 cm of the tailpipe with the engine running at idle.
The paper should blow evenly away from the end of the tailpipe without “puffing” or being drawn toward the end of tailpipe. If the paper is drawn toward the tailpipe at times, the valves in one or more cylinders could be burned. Other reasons why the paper might be drawn toward the tailpipe include the following:
a) The engine could be misfiring because of a lean condition that could occur normally when the engine is cold.
b) Pulsing of the paper toward the tailpipe could also be caused by a hole in the exhaust system. If exhaust escapes through hole in the exhaust system, air could be drawn in during the intervals between the exhaust puffs-from the tailpipe to the hole in the exhaust, causing the paper to be drawn toward the tailpipe.
9. Check the spark using spark tester.
Remove one spark plug wire and attach the removed plug wire to the spark tester. Attach the grounding clip of the spark tester
to a good clean engine ground and observe the spark tester. Start or crank the engine.
The spark at the spark tester should be steady and consistent. If an intermittent spark occurs, then this condition should be treated as a “no-spark” condition. If this test does not show satisfactory spark, carefully inspect and test all components of the
primary and secondary ignition system.
Do not use a standard spark plug to check for proper ignition system voltage. An electronic ignition spark tester is designed to
force the spark to jump about 19 mm. This amount of gap requires between 25 to 30 kV at atmospheric pressure. This is enough
voltage to ensure that a spark can occur under compression inside an engine.