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Post your question here in this forum. We're committed to dealing with such abuse according to the laws in your country of residence. When you submit a report, we'll investigate it and take the appropriate action. We'll get back to you only if we require additional details or have more information to share. Note that email addresses and full names are not considered private information. Please mention this; Therefore, avoid filling in personal details. Please enter your email address. Please note that depending on the settings you choose, the full functionality of the website may no longer be available. These cookies don’t collect information that identifies a visitor. All information these cookies collect is aggregated and therefore anonymous. It is only used to improve how a website works. They are usually placed by advertising networks with the website operator’s permission. They remember that you have visited a website and this information is shared with other organisations such as advertisers. Unfortunately we do not have control over these cookies, in this case you should refer to the list of cookies on this page which provides further details. With this clever solution, everything is clearly arranged and immediately ready to hand. Ideal for medium to large quantities. Our advisors are available: Monday to Friday: 08:00 - 18:00 Saturday: 09:00 - 17:00 Sunday: 09:00 - 16:00 Register your Bosch home appliances and receive many other available benefits. Registration number: 01844007 (England and Wales) VAT registered number GB108311845 Can you help us answering this brief survey. It will not take you more than a minute. Thank you. Can you help please? It lacks the accessory of kneading blade and another accessory. Powered by WordPress.org, Opravy rucniho naradi Smecno. The diagram of the mind and what learning sections of the brain it covers are significant to people that are interested in learning about the inner workings of the mind.http://www.futurecoat.in/userfiles/3m-mp8775-manual.xml
Still, there are quite a few different items that are not known. It is an important distinction to make. The structure of the mind and what learning sections of the mind it covers show how we process information on a day-to-day basis. As a student, we use this to help us know where we're going and why. And, like a teacher, it is very important to understand how to use this information effectively so you may use it as a version for different kinds of learning which students will need to do in the various subjects that they will encounter. There are many distinct levels of comprehension that are needed for any subject that pupils are confronted with. Knowing where your student is in the right level is crucial. This is the basis for a thriving education for students and may also be helpful to teachers as they teach various topics. When you know where your students are and where they are at various levels of understanding, you can begin using the structure of the brain and what learning sections of the mind as a model. Learning sections of the mind are utilized by the brain as a tool for studying. They want specific directions to function properly. Learning parts of the mind are largely discussed concerning a specific sort of activity. You will find the learning segments of the brain which are concerned with learning a specific subject. The diagram of the mind and what learning sections of the brain it covers show how the many areas of the brain work together to allow people to perform different kinds of information processing. It shows how people process information in different areas of the brain. It is also important to know that some people's brains are different than others. To be able to be certain you are teaching pupils correctly, the structure of the brain and what learning sections of the mind it covers is a very practical instrument. Students need to be educated the right methods to start using this knowledge.http://elreefelaraby.com/userfiles/3m-ms-drg-definitions-manual.xml
The incorrect way may result in them being confused and having problems learning. The structure of the brain and what learning segments of the mind it covers are utilized extensively throughout the educational world. Teachers utilize it so as to come up with their methods of instruction so they are effective. And, by understanding more about this technique of teaching, they can further improve upon it and further develop their methods of teaching. As the Coronavirus (COVID-19) continues to affect businesses throughout the world, we are reaching out to inform you, our worldwide customers and suppliers.OEM No: OE-506 OEM No: SHYD003 Please send us Your Search Requirement, or you can Post a Buying Lead, suppliers may contact you actively. Thank you again for visiting AMIKON Limited. For order questions and technical support please contact us via the website or email. Includes 1 Year Warranty. AND WE PROMISE 1)100 full New! - Original Factory Seal ! 2)Warranty: 12 months! 3)Package: Original packing with cartons. 4)Delivery time: Shipped in 3 days after payment We are major in ABB Robots.As the Coronavirus (COVID-19) continues to affect businesses throughout the world, we are reaching out to inform you, our worldwide customers and suppliers.OEM No: NEW SEA. OEM No: 79330-S. Please send us Your Search Requirement, or you can Post a Buying Lead, suppliers may contact you actively.https://labroclub.ru/blog/3m-service-manuals
- Nick at Pelican Parts I was wary that water and contaminants in the fuel would cause issues so I fitted a CAV Diesel filter which has a glass bowl to show any water which can be tapped off to prevent any corrosion in the system. It always surprises me how much condensation can end up in ones tank if if its not kept full especially in colder climates. I always have run a fuel additive which leaves a very thin film in the pipes,galleries and in the fuel head etc. So far have never had problems with the system even after having it standing for some time. The additive I use stabilises the fuel evidently quite well. We appreciate it. - Nick at Pelican Parts Pelican Parts is not associated with Porsche Cars North America in any manner, except for a mutual appreciation and love of the cars. All pictures and references to the Porsche name, and the car names and shapes are for restoration reference only, and do not imply any association with Porsche. Pelican Parts is not responsible for any typographical errors contained within the site. Information and technical articles within this website are for reference only. Consult authorized factory manuals when performing repair procedures. By entering this site, you agree to hold Pelican Parts free from any liability arising out of the use of any information contained within. Are you employing a specialist, but want to understand what it is you are paying for. Do you want to know how build a test rig and do the pump testing and calibration yourself. Or like me, are you fascinated by this high performance fuel injection system and want to know more about how it works. For the 911T, 1969 to 1971 models, Porsche used carburetors (Weber and Zenith-Solex). It is a converted diesel timed fuel injection pump coupled with port injection. The advantage of this FI pump system over carburetors was that this fuel injection system did not have the restricting venturi and venturi intensifier that the carburetors had.http://www.chourouk-voyages.com/images/bosch-mcm5530-user-manual.pdf
This port injection makes the engine extremely responsive since the distance which the emulsified gas has to travel is greatly reduced, thus producing more horsepower at (WOT) full throttle than the carburetor system could deliver. All induction systems meter out fuel for the engine and fuel is usually metered with respect to engine speed and load. Carburetors accomplish this by the Bernoulli effect of the venturi; the air passing through the venturi creates a vacuum there and sucks gas out of the fuel bowl. It is obvious that the air rushing through the venturi is basically proportional to the speed (RPM) of the engine; the throttle plate controls the load of the engine by restricting the airflow and thus fuel also; if more horsepower is requested, the throttle plate is opened up more and the air flow increases. In one configuration, the engine speed is low and the throttle is WOT (low speed-high load) such as ascending a very steep hill in the bottom of a gear. In another situation, the engine speed is high and the throttle is almost closed (high speed-low load) such as lightly coasting down a hill on an interstate. Both these situations are likely to have the same airflow and thus the same fuel delivery quantity; since the fuel delivery is dependent on the airflow or the airmass flowing through the venturi. All in all, the carburetor is a very good compromise for accurate fuel metering and it produces very good driveability in many varying conditions. As stated before, this pump is a timed mechanical pump. That means each injector will squirt fuel once every two revolutions or at the beginning of each cylinder's particular intake valve event. In order to accomplish six different fuel delivery events Bosch drove six metering plungers off of a small camshaft driven by the left engine camshaft.
Fuel metering was accomplished by an internal piston in each plunger that rotated in one direction to deliver more fuel and rotated in the other direction to deliver less fuel. All the pistons were controlled in unison by a toothed rack similar to a rack and pinion steering gear. This toothed rack was controlled by a three dimensional space cam. An arm with a steel ball rested on this cam and all movements were translated mechanically to the toothed rack. This cam changed contour with the speed of the FI camshaft which is driven off of the engine camshaft, and thus was proportional to the speed of the engine. And this cam rotated its contour in proportion to the throttle opening. The theory is that load is proportional to throttle opening. With the Bosch system, the airflow is not measured directly at all; the fuel delivery is dependent on two mechanical algorithms, engine speed and throttle opening. With the Bosch system the metering is related to both engine speed, which is a linear relationship, and to throttle opening, which is an estimate of needed fuel quantities per degree-opening of throttle. Consequently the space cam was not an entirely accurate model of fuel metering at part throttle conditions. Characteristically the fuel metering would go lean and the car would develop a lean surge at light or part throttle. Even though the Bosch PE system is known for its response and horsepower it is well known for its part throttle driveability surging. It seems that the pump and stacks would have a usable life of about 50K miles. On the pump the 3-dimensional cam is made of soft steel. The steel ball from the rack would wear a The ball jumping in and out of the groove would cause very large scale changes in the CO, which is the main criterion for rebuilding the pump. The stacks are made of plastic and the throttle shafts wear out in the same mileage period causing the idle speed to be inconsistent. Compression deviation should be less than 25 points.
The pump delivery should be 900-1000cc in 30 seconds; the pressure should be 8.8psi-14.8psi. The easiest method to measure the efficiency of the injectors is to analyze the spark patterns with an ignition analyzer. High KV's indicate a clogged injector. Low KV's indicate an open injector. Check performance at idle and off idle. The Z1 mark will still line up with the case. Now turn the crank an additional 40o clockwise until the FE mark on the pulley aligns up with the crankcase centerline. This is the initiation point of the intake valve opening on the reverse overlap. Now at this point on the backside of the fuel pump there is a line on the pump gear hub which should line up with a corresponding line on the pump housing. Install pointers accordingly. Make sure that at the idle position that all linkages are resting on their stops. Next check the left and right rods. Ideally their lengths should be 114mm. The difference between the two lengths should be no more than 5mm. If the difference is greater, adjust by loosening the nut on the left side of the cross shaft and moving the left lever with respect to the right lever and retighten. After this work is performed check the microswitch adjustment mentioned in the publications.This is done to ensure an accurate measurement of the CO value at idle. A UNI-SYN can be used to perform this task also. If the throttle shafts are worn, in some cases the throttle stops have to be readjusted to equalize the airflow through all of the stacks. For the CO setup follow the literature closely.It is easiest to perform this part throttle measurement with the car on a lift with the wheels clear on any obstacles. Set the throttle angle to the appropriate value (Use vice grips on the right side of the cross shaft to lock this setting. Turn rack adjustment screw in the appropriate direction also listed on page 29.Check the chart for the correct value desired. Reinstall screw for the 2.0 liters. Measure CO while engine is warm and idling.
Restart engine, reset idle speed, and recheck CO. When triggered the solenoid would feed gas to a fuel rail above each set of stacks. Each rail would have a set of three holes that squirted gas into each stack. Needless to say on a cold engine that would pop and snort this arrangement was a source for many fires. In this instance it was wiser to suffer a longer cranking time than to risk a fire. Then check the shut-off solenoid with a test lamp just by revving up the engine and letting it idle. The lamp should light on deceleration and go out at idle. If this happens check the solenoid. If this does not happen check the RPM relay. It is a laborious system to set up and expensive to rebuild. In the early 80's when the owner of a car with a worn out PE pump faced a rebuild, the choice of rebuilding and setting up the pump system was weighed against the cost of purchasing a good used set of Weber carburetors which were plentiful and cheap because of all the 911's from the 60's that had rusted away. Nowadays good used Webers are impossible to find with good throttle shafts. Nowadays the decision to keep the PE pump or to switch to carburetors is a very difficult decision. Since the fuel is metered in relation to throttle opening and RPM, an unhealthy engine will draw less airflow and thus not meet the calibration.The performance will be untunable without modifying the space cam which is very difficult. Also with the escalating values of the MFI cars today converting to carburettors is now not a preferable solution. Engine speed, temperature, and other factors are monitored for the purpose of fine-tuning injection duration. An auxiliary air valve, cold start injector and thermotime switch aid in cold starting and operation. OPERATION FUEL SYSTEM An electrically driven fuel pump forces fuel through a filter, into the main system. A pressure sensor is connected to intake air distributor.
The pressure sensor operates according to difference in manifold pressure and atmospheric pressure and signals control unit accordingly. A throttle valve, operated by accelerator pedal, is located at the mouth of the intake air distributor. The throttle valve and intake air distributor are connected to air cleaner by an air duct elbow. The idling air system is in the form of a by-pass system located between the air filter and air intake distributor. Its size can be varied with an idling air adjusting screw. An auxiliary air line, from air cleaner (auxiliary air valve), to intake air distributor forms the warming- up air system. Its volume is varied, depending on engine temperature, by the auxiliary air valve. ELECTRONIC CONTROL SYSTEM Electronic Control Unit Control unit regulates the correct amount of fuel to be injected, depending on engine speed, intake pressure and engine temperature. When ignition is switched on, control unit receives its operating voltage directly from battery, via voltage supply relay. It also controls the fuel pump, which normally is provided with current from pump relay, only with engine running. A time switch, in control unit, allows fuel pump to run approximately 1 to 1.5 seconds after ignition is turned on, The control unit is connected to all sender units by a special wiring harness, coupled to a multiple plug. The control unit is usually located inside vehicle under the dash, under one of the seats or in the trunk. Pressure Sensor The pressure sensor is located in the engine compartment and is connected to the intake manifold by a vacuum hose. This sensor controls the basic amount of fuel to be injected, depending on pressure in the intake manifold and load on the engine. Air Intake Temperature Sensor The air temperature sensor provides control unit with information about air temperature, so that control unit can increase the injection quantity as necessary at low intake air temperature.
This enables control unit to adapt injection interval and determine how long the cold start injector should remain open during cold starting. Triggering Contacts The triggering contacts are located in the distributor. They provide signals which determine when and to which cylinder fuel is to be injected. This switch signals the control unit of throttle position. During deceleration, above 1500 RPM, throttle switch cuts fuel supply off and below 900 RPM, fuel supply is turned on. Fig. 4: Throttle Valve Switch Assembly Auxiliary Air Valve During cold starts, the auxiliary air valve opens to allow additional air into the inlet duct. As engine heats up, a bi- metallic element expands and closes valve. TROUBLE SHOOTING Engine Will Not Start, Fuel Pump Inoperative Check the following: Defective fuse, fuel pump.Fuel pump relay should click when ignition is switched on and off. Should have voltage from main relay terminal No. 87 to fuel pump relay terminal No. 86. Fuel pump relay terminal No. 85 should have good ground from ECU.Relay is grounded from ECU. Ensure fuel pump operates during cranking. Engine Will Not Start Warm Check the following: Defective thermotime switch, temperature sensors or high resistance at trigger contacts. Engine Stalls And May Misfire Check the following: Excessive resistance at trigger contacts, dirty trigger contacts, loose connector, temperature sensors or inadequate vehicle ground. Engine Runs Rough, White Smoke Comes From Exhaust Check the following: Injector sticking or connection to injector windings faulty. Lack of Power Check the following: Defective MPC sensor, fuel pressure too lo w, restricted air throttle valve or full- load contact does not close. Excessive Fuel Consumption Check the following: Defective sensors, ECU, MPC, improperly adjusted throttle switch or inadequate fuel pressure.
Engine Idles Erratically Between 1000 and 2000 RPM Check the following: Hose between auxiliary air regulator and intake air distributor disconnected or cracked, throttle valve not closed at idle or idle speed too high.Ensurecontinuity exists between terminal No. 11 of the ECU and the vehicle chassis. VOLTAGE SUPPLY 1) Turn ignition on. Measure voltage between ECU terminals No. 16 and 11 of ECU connector. Measure voltage between ECU terminals No. 24 and 11 of ECU connector. See Fig. 10 or 11. If 11-12.5 volts are present, proceed to step 4). If no voltage is obtained, proceed to next step. Repair or replace as necessary. 4) If voltage supply to ECU and main relay is okay, check for voltage between terminal No. 50 on starter and ground. If 9-12 volts are present.FUEL PUMP 1. Connect pressure tester in fuel line between fuel pump and fuel supply lines. Remove injectors, fuel supply lines to intake manifold and cold start injector valve. Place pan beneath all injectors, to catch fuel being discharged. Connect remote starter switch to terminal No. 50 on starter and to positive terminal of battery. Run starter and check that all injectors spray properly and evenly. If any one injector does not spray correctly, replace that injector. 2. Remove wire from terminal No. 33 of thermotime switch and ground the removed wire.Operate starter and check fuel pressure. Remove crimp in fuel return line.If pressure does not decrease when crimped line is released, replace pressure regulator. MANIFOLD PRESSURE CONTROL (MPC) SENSOR 1. Disconnect the harness connector at the MPC. Check the resistance at the MPC terminals. Terminal No. 11 is the ground circuit, there should be infinite resistance (open circuit) between terminal No. 11 and terminals No. 7, 8,10, and 15. Check primary resistance between terminals No. 7 and 15. Resistance should be about 90 ohms. Check secondary resistance between terminals No. 8 and 10. Resistance should be about 350 ohms.
If resistance values are not to specifications or a short (continuity) exists between the ground circuit (terminal No. 11) and any of the other terminals, replace the sensor. 2. To check the harness, ensure MPC is disconnected and ignition is off. With the ECU connected ensure continuity exists between terminal No. 11, at the MPC connector, and vehicle chassis. If there is resistance in this circuit or an open exists, check ECU ground circuit. Disconnect the ECU connector. Check wiring continuity between the ECU and MPC connectors. If there is resistance (above 5 ohms) or an open, repair or replace wiring as necessary. With ECU and MPC disconnected there should not be continuity between harness terminals No. 1. 8, 10, or 15 and ground, if there is, repair short in wiring. INJECTORS 1. Connect fuel pressure tester in line between fuel pump and fuel supply lines. Remove injectors and cold start injector valve. Place pan under all injectors, to catch fuel being discharged. Turn on ignition and operate a remote starter switch. Check spray of all injectors. If any one injector does not operate, replace it and recheck. 2. If all Injectors of either group do not spray, check trigger contacts of distributor, trigger contact wiring to ECU and wires from ECU to injectors. If wires and connections check okay, replace ECU and recheck. If defect is still present, replace all injectors in tha t group and recheck. If recheck still shows defect, try another ECU. 3. If none of the injectors operate, disconnect MPC sensor electrical connector. Connect ohmmeter across terminals No. 15 and 7 of sensor. Reading should be 90 ohms. Connect ohmmeter across terminals No. 8 and 10. Reading should be 350 ohms. Reading between terminal No. 7 and ground should be infinite. If any of these readings are not within specifications, replace MPC sensor. 4. Sticking injectors can be detected with engine running.
Connect tachometer, run engine and disconnect electrical connector to one injector at a time. Note RPM decrease. It RPM drop from one cylinder differs from that of all other cylinders, a faulty injector is indicated. Replace that injector and recheck. If same injector still show a defect, replace ECU and recheck. NOTE Do not overlook possibility of restriction in fuel line or connection to that injector. COLD START INJECTOR Perform pressure test. See step 1) under INJECTORS in this article. If cold start injector leaks during test it is defective and must be replaced. Remove connector at thermotime switch.Use ohmmeter across terminals of sensor. If switch has no voltage, either before or after adjustment, replace switch. 1) Remove air cleaner. Loosen lock nut on throttle stop screw and turn out screw until it no longer touches throttle boss. Check that throttle is completely closed and throttle bore is clean. Screw in stop screw until It just touches boss, then turn it one additional full turn. Tighten lock nut. 2) Connect ohmmeter to terminals No. 9 and 12 of ECU connector. Depress accelerator slowly. Ohmmeter should fluctuate from zero to infinity. If zero reading only, replace switch. 3) Place accelerator at idle. Connect ohmmeter between terminals No. 12 and 17 of ECU connector. Ohmmeter should show continuity (zero ohm). If infinity reading is still achieved.Connect ohmmeter between terminals No. 12 and 17 of ECU connector. Ohmmeter should show infinity. Disconnect throttle valve switch and check ohmmeter reading. If continuity (zero ohm) is still achieved, and wires are okay, replace switch. AUXILIARY AIR VALVE Remove hoses connected to each side of air valve. To check valve, use a mirror and light and look through valve opening. Turn ignition on and make sure regulator valve closes within a few minutes. DISTRIBUTOR TRIGGER CONTACTS 1. Attach one ohmmeter lead to terminal No. 12 on trigger connector. Alternately attach second lead to terminals No.
13, 14, 21 and 22 on trigger connector and note reading of each, while cranking engine without starting. See Fig. 10 or 11. 2. Ohmmeter should fluctuate between infinity and zero. If ohmmeter reading remains either infinity or zero, check each wire and connector terminal. If wires and terminals check okay, replace trigger contacts. ELECTRONIC CONTROL UNIT Without the use of special test equipment.Substituting a good ECU for a suspected defected ECU should only be done after all other components have been tested and repaired. Installing a good ECU while a problem still exists elsewhere in the system, could result in destroying the good ECU. ADJUSTMENTS PRESSURE REGULATOR Remove hose at pressure regulator and connect pressure gauge to regula tor. Replace regulator if specifications can not be achieved. THROTTLE VALVE 1. Loosen lock nut on stop screw for throttle valve switch and turn out a coup le of turns, so it does not touch stop on throttle valve spindle. Check to ensure switch is fully closed. 2. Screw in stop screw until it touches stop on switch spindle. Turn screw in ? - 1 turn and tighten lock nut. Check that throttle valve switch does not jam or seize in closed position. THROTTLE VALVE SWITCH Remove air cleaner and place a 0.41 mm feeler gauge between boss and stop screw. Connect voltmeter to terminal No. 17 on throttle valve switch and ground. Loosen switch retaining screws enough to move switch. Turn switch counterclockwise to its stop. Voltmeter reading should be zero volt. Now turn throttle switch clockwise and tighten retaining screws exactly at point a reading is noted on voltmeter. Ensure auxiliary air regulator is closed by pulling off hose between intake duct and the regulator and covering the opening. Engine RPM should not change. If RPM changes significantly, engine is either not warm or air regulator is faulty. See IDLE ADJUSTMENT SPECIFICATIONS table in this article. 1. Adjust idle RPM with idle adjustment screw. Reconnect hose from air cleaner.
Adjust CO using the adjustment screw on the ECU. Turning the adjusting clockwise increases CO content. EGR Switch Unit (Some models) 11. Throttle Valve Switch 12. Vacuum Advance Disconnection 2-Way Valve 13. EGR Valve 14. Air Valve for Auxiliary Air Supply (1972 models) 15. From Starter Terminal No. 50 16. EGR Thermoswitch 17. Fuel Pump 19. Auxiliary Air Valve (If Equipped) 20. To Fuse Box Terminal No. 30 21. Fuel Pump Relay 22. To Battery 23. Main Relay 24. To Ignition Switch Terminal No. 15 or Ignition Coil Terminal No. 15 ELECTRONIC FUEL INJECTION GLOSSARY AFC Airflow Control. A type of fuel injection system that measures the amount of air flowing past a sensor to determine engine fuel requirements. AIRFLOW METER Used to measure the volume of air entering the engine on many fuel injection systems. AIRFLOW SENSOR See AIRFLOW METER. AIR MASS METER See AIRFLOW METER. AUXILIARY AIR VALVE A special valve which provides additional air into the intake manifold during engine starting and operation. CIS Continuous Injection 5 stem. A Bosch fuel injection system which injects a steady stream of pressurized fuel into the intake manifold. Technically a mechanical system, albeit a very elaborate one. Its wide use throughout the industry justifies its coverage in this manual. CLOSED LOOP OPERATION Applies to systems utilizing an oxygen sensor. In this mode of operation. Adjustments are made accordingly and checked by comparing the new oxygen sensor signal to previous signals. No stored information is used. Compare to Open Loop Operation. COLD START INJECTOR An auxiliary fuel injector which injects additional fuel into the intake manifold during cold engine starting and operation. D-JETRONIC See MPC D-Jetronic is the term used by Bosch to describe a fuel injection system controlled by manifold pressure. See CONTROL MODULE. EFI Electronic Fuel Injection.