IGNITION SYSTEM

An ignition system is a system for igniting a fuel-air mixture. It is best known in the field of internal combustion engines but also has other applications, e.g. in oil-fired and gas-fired boilers. The earliest internal combustion engines used a flame, or a heated tube, for ignition but these were quickly replaced by systems using an electric spark.

HISTORY

Magneto systems
The simplest form of spark ignition is that using a magneto. The engine spins a magnet inside a coil, and also operates a contact breaker, interrupting the current and causing the voltage to be increased sufficiently to jump a small gap. The spark plugs are connected directly from the magneto output. Magnetos are not used in modern cars, but because they generate their own electricity they are often found on piston aircraft engines and small engines such as those found in mopeds, lawnmowers, snowblowers, chainsaws, etc. where there is no battery

Magnetos were used on the small engine's ancestor, the stationary "hit or miss" engine which was used in the early twentieth century, on older gasoline or distillate farm tractors before battery starting and lighting became common, and on aircraft piston engines. Magnetos were used in these engines because their simplicity and self-contained nature was more reliable, and because magnetos weighed less than having a battery and generator or alternator.

Aircraft engines usually have multiple magnetos to provide redundancy in the event of a failure. Some older automobiles had both a magneto system and a battery actuated system (see below) running simultaneously to ensure proper ignition under all conditions with the limited performance each system provided at the time.

Switchable systems
The output of a magneto depends on the speed of the engine, and therefore starting can be problematic. Some magnetos include an impulse system, which spins the magnet quickly at the proper moment, making easier starting at slow cranking speeds. Some engines, such as aircraft but also the Ford Model T, used a system which relied on non rechargeable dry cells, (like large flashlight batteries, not what are usually thought of as automobile batteries today) to start the engine or for running at low speed; then the operator would manually switch the ignition over to magneto operation for high speed operation.

In order to provide high voltage for the spark from the low voltage batteries, however, a "tickler" was used, which was essentially a larger version of the once widespread electric buzzer. With this apparatus, the direct current passes through an electromagnetic coil which pulls open a pair of contact points, interrupting the current; the magnetic field collapses, the spring-loaded points close again, the circuit is reestablished, and the cycle repeats rapidly. The rapidly collapsing magnetic field, however, induces a high voltage across the coil which can only relieve itself by arcing across the contact points; while in the case of the buzzer this is a problem as it causes the points to oxidize and/or weld together, in the case of the ignition system this becomes the source of the high voltage to operate the spark plugs.

In this mode of operation, the coil would "buzz" continuously, producing a constant train of sparks. The entire apparatus was known as the Model T spark coil (in contrast to the modern ignition coil which is only the actual coil component of the system), and long after the demise of the Model T as transportation they remained a popular self-contained source of high voltage for electrical home experimenters, appearing in articles in magazines such as Popular Mechanics and projects for school science fairs as late as the early 1960s. In the UK these devices were commonly known as trembler coils and were popular in cars pre-1910, and also in commercial vehicles with large engines until around 1925 to ease starting.

The Model T (built into the flywheel) differed from modern implementations by not providing high voltage directly at the output; the maximum voltage produced was about 30 volts, and therefore also had to be run through the spark coil to provide high enough voltage for ignition, as described above, although the coil would not "buzz" continuously in this case, only going through one cycle per spark. In either case, the high voltage was switched to the appropriate spark plug by the timer mounted on the front of the engine, the equivalent of the modern distributor. The timing of the spark was adjustable by rotating this mechanism through a lever mounted on the steering column.

Battery-operated ignition
With the universal adaptation of electrical starting for automobiles, and the concomitant availability of a large battery to provide a constant source of electricity, magneto systems were abandoned for systems which interrupted current at battery voltage, used an ignition coil (a type of autotransformer) to step the voltage up to the needs of the ignition, and a distributor to route the ensuing pulse to the correct spark plug at the correct time.

The first reliable battery operated ignition was developed by the Dayton Engineering Laboratories Co. (Delco) and introduced in the 1910 Cadillac. This ignition was developed by Charles Kettering and was a wonder in its day. It consisted of a single coil, points (the switch), a capacitor and a distributor set up to allocate the spark from the ignition coil timed to the correct cylinder. The coil was basically an autotransformer set up to step up the low (6 or 12V) voltage supply to the high ignition voltage required to jump a spark plug gap.

The points allow the coil to charge magnetically and then, when they are opened by a cam arrangement, the magnetic field collapses and a large (20KV or greater) voltage is produced. The capacitor is used to absorb the back EMF from the magnetic field in the coil to minimize point contact burning and maximize point life. The Kettering system became the primary ignition system for many years in the automotive industry due to its lower cost, higher reliability and relative simplicity

Modern ignition systems

Mechanically timed ignition

Most four-stroke engines have used a mechanically timed electrical ignition system. The heart of the system is the distributor. The distributor contains a rotating cam running off the engine's drive, a set of breaker points, a condenser, a rotor and a distributor cap. External to the distributor is the ignition coil, the spark plugs, and wires linking the spark plugs and ignition coil to the distributor.

The system is powered by a lead-acid battery, which is charged by the car's electrical system using a dynamo or alternator. The engine operates contact breaker points, which interrupt the current to an induction coil (known as the ignition coil).

The ignition coil consists of two transformer windings sharing a common magnetic core -- the primary and secondary windings. An alternating current in the primary induces alternating magnetic field in the coil's core. Because the ignition coil's secondary has far more windings than the primary, the coil is a step-up transformer which induces a much higher voltage across the secondary windings. For an ignition coil, one end of windings of both the primary and secondary are connected together. This common point is connected to the battery (usually through a current-limiting resistor). The other end of the primary is connected to the points within the distributor. The other end of the secondary is connected, via the distributor cap and rotor, to the spark plugs.

The ignition firing sequence begins with the points (or contact breaker) closed. A steady charge flows from the battery, through the current-limiting resistor, through the coil primary, across the closed breaker points and finally back to the battery. This steady current produces a magnetic field within the coil's core. This magnetic field forms the energy reservoir that will be used to drive the ignition spark.

As the engine turns, so does the cam inside the distributor. The points ride on the cam so that as the engine turns and reaches the top of the engine's compression cycle, a high point in the cam causes the breaker points to open. This breaks the primary winding's circuit and abruptly stops the current through the breaker points. Without the steady current through the points, the magnetic field generated in the coil immediately begins to quickly collapse. This rapid decay of the magnetic field induces a high voltage in the coil's secondary windings.

At the same time, current exits the coil's primary winding and begins to charge up the capacitor ("condenser") that lies across the now-open breaker points. This capacitor and the coil’s primary windings form an oscillating LC circuit. This LC circuit produces a damped, oscillating current which bounces energy between the capacitor’s electric field and the ignition coil’s magnetic field. The oscillating current in the coil’s primary, which produces an oscillating magnetic field in the coil, extends the high voltage pulse at the output of the secondary windings. This high voltage thus continues beyond the time of the initial field collapse pulse. The oscillation continues until the circuit’s energy is consumed.

The ignition coil's secondary windings are connected to the distributor cap. A turning rotor, located on top of the breaker cam within the distributor cap, sequentially connects the coil's secondary windings to one of the several wires leading to each cylinder's spark plug. The extremely high voltage from the coil's secondary -– often higher than 1000 volts -- causes a spark to form across the gap of the spark plug. This, in turn, ignites the compressed air-fuel mixture within the engine. It is the creation of this spark which consumes the energy that was originally stored in the ignition coil’s magnetic field.

High performance engines with eight or more cylinders that operate at high r.p.m. as in motor racing that demand higher rate and energy of sparks than the simple ignition circuit can provide may use either of these adaptations:

Two complete sets of coils, breakers and condensers can be provided - one set for each half of the engine, which is typically arranged in V-8 or V-12 configuration. Although the two ignition system halves are electrically independent, they typically share a single distributor which in this case contains two breakers driven by the rotating cam, and a rotor with two isolated conducting planes for the two high voltage inputs.
A single breaker driven by a cam and a return spring is limited in spark rate by the onset of contact bounce or float at high rpm. This limit can be overcome by substituting for the breaker a pair of breakers that are connected electrically in series but spaced on opposite sides of the cam so they are driven out of phase. Each breaker then switches at half the rate of a single breaker and the "dwell" time for current buildup in the coil is maximised since it is shared between the breakers.
The Lamborghini V-12 engine has both these adaptations and therefore uses two ignition coils and a single distributor that contains 4 contact breakers.

Except that more separate elements are involved, a distributor-based system is not greatly different from a magneto system. There are also advantages to this arrangement. For example, the position of the contact breaker points relative to the engine angle can be changed a small amount dynamically, allowing the ignition timing to be automatically advanced with increasing revolutions per minute (RPM) and/or increased manifold vacuum, giving better efficiency and performance.

However it is necessary to check periodically the maximum opening gap of the breaker(s), using a feeler gauge, since this mechanical adjustment affects the "dwell" time during which the coil charges, and breakers should be re-dressed or replaced when they have become pitted by electric arcing. This system was used almost universally until the late 1970s, when electronic ignition systems started to appear.

Electronic ignition
The disadvantage of the mechanical system is the use of breaker points to interrupt the low voltage high current through the primary winding of the coil; the points are subject to mechanical wear where they ride the cam to open and shut, as well as oxidation and burning at the contact surfaces from the constant sparking. They require regular adjustment to compensate for wear, and the opening of the contact breakers, which is responsible for spark timing, is subject to mechanical variations.

In addition, the spark voltage is also dependent on contact effectiveness, and poor sparking can lead to lower engine efficiency. A mechanical contact breaker system cannot control an average ignition current of more than about 3 A while still giving a reasonable service life, and this may limit the power of the spark and ultimate engine speed.

Electronic ignition (EI) solves these problems. In the initial systems, points were still used but they only handled a low current which was used to control the high primary current through a solid state switching system. Soon, however, even these contact breaker points were replaced by an angular sensor of some kind - either optical, where a vaned rotor breaks a light beam, or more commonly using a Hall effect sensor, which responds to a rotating magnet mounted on a suitable shaft. The sensor output is shaped and processed by suitable circuitry, then used to trigger a switching device such as a thyristor, which switches a large current through the coil.

The rest of the system (distributor and spark plugs) remains as for the mechanical system. The lack of moving parts compared with the mechanical system leads to greater reliability and longer service intervals. For older cars, it is usually possible to retrofit an EI system in place of the mechanical one. In some cases, a modern distributor will fit into the older engine with no other modifications.

Other innovations are currently available on various cars. In some models, rather than one central coil, there are individual coils on each spark plug, sometimes known as COP or coil on plug. This allows the coil a longer time to accumulate a charge between sparks, and therefore a higher energy spark. A variation on this has each coil handle two plugs, on cylinders which are 360 degrees out of phase (and therefore reach TDC at the same time); in the four-cycle engine this means that one plug will be sparking during the end of the exhaust stroke while the other fires at the usual time, a so-called "wasted spark" arrangement which has no drawbacks apart from faster spark plug erosion; the paired cylinders are 1/4 and 2/3. Other systems do away with the distributor as a timing apparatus and use a magnetic crank angle sensor mounted on the crankshaft to trigger the ignition at the proper time.

During the 1980s, EI systems were developed alongside other improvements such as fuel injection systems. After a while it became logical to combine the functions of fuel control and ignition into one electronic system known as an engine control unit.

Digital Electronic Ignitions
At the turn of the century digital electronic ignition modules became available for small engines on such applications as chainsaws, string-trimmers, leaf blowers, and lawn mowers. This was made possible by low cost, high speed, and small footprint microcontrollers. Digital electronic ignition modules can be designed as either capacitive discharge (CDI) or inductive discharge ignitions (IDI). Capacitive discharge digital ignitions store charged energy for the spark in a capacitor within the module that can be released to the spark plug at virtually any time throughout the engine cycle via a control signal from the microprocessor. This allows for greater timing flexibility, and engine performance; especially when designed hand-in-hand with the engine carburetor.

Engine management
In an Engine Management System (EMS), electronics control fuel delivery, ignition timing and firing order. Primary sensors on the system are engine angle (crank or Top Dead Center (TDC) position), airflow into the engine and throttle demand position. The circuitry determines which cylinder needs fuel and how much, opens the requisite injector to deliver it, then causes a spark at the right moment to burn it.Early EMS systems used analogue computer circuit designs to accomplish this, but as embedded systems became fast enough to keep up with the changing inputs at high revolutions, digital systems started to appear.

Some designs using EMS retain the original coil, distributor and spark plugs found on cars throughout history. Other systems dispense with the distributor and coil and use special spark plugs which each contain their own coil (Direct Ignition). This means high voltages are not routed all over the engine, but are instead created at the point at which they are needed. Such designs offer potentially much greater reliability than conventional arrangements.

Modern EMS systems usually monitor other engine parameters such as temperature and the amount of uncombined oxygen in the exhaust. This allows them to control the engine to minimise unburnt or partially burnt fuel and other noxious gases, leading to much cleaner and more efficient engines.

RUDOLF DIESEL

Rudolf Christian Karl Diesel (1858 - 1913)

Early life

Diesel was born in Paris, France, in 1858 as the second of three children to Theodor and Elise Diesel. Diesel's parents were immigrants living in France according to a biographical book by John F. Moon. Theodor Diesel, a bookbinder by trade, had left his home town of Augsburg, Kingdom of Bavaria, in 1848. He met his wife, Elise Strobel, daughter of a Nuremberg merchant, in Paris in 1855 and himself became a leathergoods manufacturer there.

Diesel spent his early childhood in France, but as a result of the outbreak of the Franco-Prussian War in 1870, the family was forced to leave and immigrated to London. Before the end of the war, however, Diesel's mother sent 12-year-old Rudolf to Augsburg to live with his aunt and uncle, Barbara and Christoph Barnickel, so that he might learn to speak German and visit the Königliche Kreis-Gewerbsschule or Royal County Trade School, where his uncle taught mathematics.

At age 14, Rudolf wrote to his parents that he wanted to become an engineer, and after finishing his basic education at the top of his class in 1873, he enrolled at the newly-founded Industrial School of Augsburg. Later, in 1875, he received a merit scholarship from the Royal Bavarian Polytechnic in Munich which he accepted against the will of his perennially cash-strapped parents who would rather have seen him begin earning money.

In Munich, one of his professors was Carl von Linde. Diesel was unable to graduate with his class in July 1879 because of a bout with typhoid. While he waited for the next exam date, he gathered practical engineering experience at the Gebrüder Sulzer Maschinenfabrik in Winterthur, Switzerland. Diesel graduated with highest academic honors from his Munich alma mater in January 1880 and returned to Paris, where he assisted his former Munich professor Carl von Linde with the design and construction of a modern refrigeration and ice plant. Diesel became the director of the plant a scant year later.

In 1883, Diesel married Martha Flasche, and continued to work for Linde, garnering numerous patents in both Germany and France.

In early 1890, Diesel moved his wife and their now three children Rudolf junior, Heddy and Eugen, to Berlin to assume management of Linde's corporate research and development department and to join several other corporate boards there. Because he was not allowed to use the patents he developed while an employee of Linde's for his own purposes, Diesel sought to expand into an area outside of refrigeration. He first toyed with steam, his research into fuel efficiency leading him to build a steam engine using ammonia vapor. During tests, this machine exploded with almost fatal consequences and resulted in many months in the hospital and a great deal of ill health and eyesight problems. He also began designing an engine based on the Carnot cycle, and in 1893, soon after Gottlieb Daimler and Karl Benz had invented the automobile in 1887, Diesel published a treatise entitled Theorie und Construktion eines rationellen Wärmemotors zum Ersatz der Dampfmaschine und der heute bekannten Verbrennungsmotoren or Theory and Construction of a Rational Heat-engine to Replace the Steam Engine and Combustion Engines Known Today and formed the basis for his work on and invention of the Diesel engine.

Later life

Diesel understood thermodynamics and the theoretical and practical constraints on fuel efficiency. He knew that even very good steam engines were only 10-15% thermodynamically efficient, which means that they converted only 10-15% of the energy available in the fuel into useful work. His work in engine design was driven by the goal of much higher efficiency ratios. He tried to design an engine based on the Carnot Cycle. However, he gave up on this and tried to develop his own approach. Eventually he designed his own engine and obtained patent for his design. In his engine, fuel was injected at the end of compression and the fuel was ignited by the high temperature resulting from compression. In 1893, he published a book in German with the title "Theory and design of a rational thermal engine to replace the steam engine and the combustion engines known today" (English translation of the original title in German) with the help of Springer Verlag, Berlin. He managed to build a working engine according to his theory and design. His engine is now known as the diesel engine. Heinrich von Buz (1833-1918) was director (MAN AG) of an engine factory in Augsburg. From 1893-1897, he gave Rudolf Diesel the opportunity to test and develop his ideas according to the book by John F. Moon. Rudolf Diesel obtained patents for his design in Germany and other countries including USA, for example, US Patent 542846 and US Patent 608845.

In the evening of 29 September 1913, Diesel boarded the post office steamer Dresden in Antwerp on his way to a meeting of the "Consolidated Diesel Manufacturing Ltd." in London. He took dinner on board the ship and then retired to his cabin at about 10 p.m., leaving word for him to be called the next morning at 6:15 a.m. He was never seen alive again. Ten days later, the crew of the Dutch boat "Coertsen" came upon the corpse of a man floating in the sea. The body was in such a heavy state of decomposition that they did not bring it aboard. Instead, the crew retrieved personal items (pill case, wallet, pocket knife, eyeglass case) from the clothing of the dead man, which on October 13th were identified by Rudolf's son, Eugen Diesel, as belonging to his father.

Legacy

After Diesel's death, the diesel engine underwent much development, and became a very important replacement for the steam engine in many applications. Because the diesel engine required a heavier, more robust construction than a gasoline engine, it was not widely used in aviation (but see aircraft diesel engine). However, the diesel engine became widespread in many other applications, such as stationary engines, submarines, ships, and much later, locomotives, and in modern automobiles. Diesel engines are most often found in applications where a high torque requirement and low RPM requirement exist. Because of their generally more robust construction and high torque, Diesel engines have also become the workhorses of the trucking industry. Recently, diesel engines have been designed, certified and flown that have overcome the weight penalty in light aircraft. These engines are designed to run on either Diesel fuel or more commonly jet fuel.

The diesel engine has the benefit of running more fuel-efficiently than gasoline engines. Diesel was especially interested in using coal dust or vegetable oil as fuel, his engine in fact ran on peanut oil. Although these fuels were not immediately popular, recent rises in fuel prices coupled with concerns about oil reserves have led to more widespread use of vegetable oil and biodiesel. The primary source of fuel remains what became known as Diesel fuel, an oil byproduct derived from refinement of petroleum.

TUNE UP

Tune up

A tune up (also known as a major service) is regular maintenance performed on an automobile, or more generally, any internal combustion engine. Most automobile manufacturers recommend a tune up to be performed at an interval of 30,000 miles (48,000 km) or two years, whichever comes first.

Maintenance performed
The term "tune up" is derived from the practice of tuning an engine's ignition timing. Modern automobiles use self-correcting, computer-controlled ignition, and so tuning is required very rarely.[1] However, the term has survived to refer to a single service that covers multiple components, usually the following:


Replacement of the fuel filter.
Replacement of all spark plugs and wires. This may involve removing a manifold on certain engines, especially those with a V cylinder configuration.
Replacement of various other ignition components, such as the distributor cap and rotor.
Adjustment of the distributor cap angle on vehicles without electronic, or 'distributorless', secondary ignition usually with the aid of a timing light.
Inspection of serpentine belts and replacement as needed.
Replacement of the air filter.
Adjustment of the clutch on cars equipped with a manual transmission.
Battery service as needed, including cleaning any corrosion on the terminals.
Replacement of the PCV valve.

Justification
As with all preventative maintenance performed on an automobile, tune ups can prevent myriad problems from occurring on a vehicle. The filters replaced can clog with use and prevent flow, starving the engine of fuel or air. Spark plugs have a recommended service lifetime of either 30,000 miles or, in the case of platinum or iridium plugs, 60,000 to 100,000 miles (96,000 to 160,000 km), and old spark plugs may cause engine misfire.

CAR AUDIO

Car audio

Car audio/video (car AV) is a term used to describe the sound and video system fitted in an automobile.

A stock car audio system refers to one that was specified by the manufacturer when the car was built. A custom car audio installation can involve anything from the upgrade of the radio to a full-blown customization of a car based around its audio equipment. Events are held where entrants compete for the loudest or most innovative systems.

The most common and familiar piece of audio equipment is the radio/tape player/CD player/DVD Player which is generically described as a Head unit, which also can be called a head deck, after older tape decks. It is also the most likely component to be upgraded with an after market item. A recent development in head unit technology has been the addition of CD players with MP3, Ogg, WMA, AAC, and USB, Bluetooth and Wi-Fi support. Even with the rampant ubiquity of solid state MP3 players, car audio systems with line-in jacks and other standards are only in their infancy, and that since tape adaptors are often used with tape players, people are now viewing car radios with built-in CD players as "misfeatures" of the audio system since people now often "rip" their CDs onto their computers.Other types include the video touch screen capable of controlling; navigation, dvd movies, mp3 players back up camera and other accessories.

Most modern cars include at least a CD player/ CD recorder, and some have the option for a CD changer, which holds multiple discs either in the head unit itself or in a separate unit usually located in a trunk or console.

More recent is the addition of DVD players and LCD screens. Depending on the head unit, the LCD screen is either integrated such that it slides out and folds up, or integrated into the instrument console. Otherwise, the DVD head unit feeds video output into separately mounted displays, either folding down from the roof, or mounted into the headrest for viewing by rear seat passengers.

The video screen may also show video output of an integrated component such as a navigation system, 3G cell phone or parking cameras that could be automatically activated when the car is put into reverse.

Speakers are generally located in doors and rear parcel shelves of a sedan in modern cars. High-end or competition stereo systems often have speakers mounted in "kick panel" enclosures, allowing for larger drivers and better driver placement. Before stereo radio was introduced, the most common speaker location was in the middle of the dashboard pointing through perforations towards the front windshield.

High-end audio systems include Component Speakers that consist of a matched tweeter (small, high frequency), midrange (medium, medium frequency) and woofer (large, low frequency) set. These component pairs are available in two speaker and three speaker combinations, and include an audio crossover which limits the frequency range that each component speaker must handle. This allows each cone to produce its optimal frequency for maximum sound quality and volume. In addition subwoofer(s) are provided for bass and sub bass (ultra low frequency), which is felt more than heard depending on the sub frequency, the lower the frequency the less the human ear picks it up, however the chance of "feeling" the vibration becomes greater. Sub bass is omni-directional, meaning that the human ear cannot distinguish where the sound is coming from. Humans can not hear subsonic frequencies (below the frequency of 20hz), we are however able to feel it (eg. An air rush when closing a door cannot be heard, it can be felt however). Crossover systems can be active or passive crossover networks. Active electronic crossovers divide the signals before they are sent to the amplifiers giving a dedicated amplifier channel to each individual driver in the component system. Passive crossover networks divide the signal after amplification, making it possible to run multiple speaker component sets using just one channel.

5.1 and even 7.1 channel surround sound systems, as well as THX II Certified, are now being integrated into some cars by both aftermarket enthusiasts and car manufacturers themselves. These systems include the full complement of front left, right and center speakers along with rear right and left surround speakers (7.1 systems include left and right side surround speakers) along with digital surround sound processors. They can allow you to turn your car into a virtual rolling theater. This is becoming increasingly popular with the advent of SACD and DVD Audio which contain music encoded in 5.1.

4Ω is the most commonly used impedance in car loudspeakers.

Amplifiers
Amplifiers provide the necessary power, measured in watts to drive the speakers. High Power amplifiers require a low gauge cable to provide adequate current to the amplifier. The amplifier is a very important component of a loud speaker system. Make sure that the total power handling capacity of the speakers connected to the amplifier or head unit is greater than or equal to the power of the amplifier or head unit. Amplifiers commonly come in two,four or six channels. Subwoofer amplifiers these days are generally Mono Amplifiers. However it is common that multiple channels be used for the exclusive use in allowing for more than one channel to be used (one channel)


Capacitors
Capacitors are used to store extra energy for the amplifier to draw on demand. Capacitors are useful because they can reduce the voltage loss (small margin) on the other electrical components in the car. These large capacitors may not cure headlight and/or interior light dimming as this is a sign of too little amperage from the alternator. A capacitor is only good so far as the audio system isn't trying to pull too much from the electrical system. A capacitor doesn't provide more power, it's designed to 'stiffen' the voltage to the amp, nothing else. If the current isn't there, a cap won't help. The alternator must have at least 20% more amperage power than the entire vehicle and sound system combined for a capacitor to be of benefit which is ironically the same requirements for an amp to be efficient. A rule of thumb is that 0.5 farad of capacitance is needed for every 500 watts of power in your audio system. A capacitor does not affect sound in any way. It is strictly for power conditioning.


Power
There are two very different expressions of power; the first is known as PMPO (peak music power output) or "commercial watts." This is a misleading measurement and is often used to make audio components sound better than they actually are. PMPO is the peak amount of power that can be derived from an amplifier given perfect conditions and can only be sustained over a very short time (a few milliseconds). PMPO is also used to measure speaker output. Once again this is merely the peak amount of power that can be run through a speaker without blowing it. Should this amount of power be applied for more than a few milliseconds the speaker will blow. The next measurement for power is RMS (Root mean square) and is the maximum continuous power that can be derived from an amplifier or run through a speaker. This is a true measurement of what you can expect from any specific component of an audio system.

Since there are many ways for a company to measure the power output of their product, CEA(The organisation Consumer Electronics Association) created the CEA-2006 standard[1]. The standard provides a guideline for car audio manufacturers to follow. Although this is a voluntary standard, all major manufacturers have agreed to use it to measure their head unit and amplifier power output. The rating is also clearly stated on the product with the CEA2006 logo on the packaging box, which makes comparing two competing products easier.


RMS vs PMPO
There is a relation between RMS and PMPO as they will differ greatly from component to component; however it is agreed that on average if one wishes to derive RMS from PMPO the ratio is one into two, (or 2 watts PMPO = 1 watt RMS) this is however only an average and should not be deemed accurate.


Upgrading the vehicle's current capability
Alternators may be upgraded from the stock unit to increase the current capability of the vehicle's electrical system, often required of high-power audio system components. An additional deep cycle battery (or, for very large systems, banks of batteries) can be deployed (often charged via a Split charge relay) to limit voltage drop and allow the system to be played for long periods without the vehicle's engine being run.

As a genral rule, if your total system power is 1200 watts RMS or more, you will need to:

1. Upgrade the alternator to a high output alternator

2. Upgrade to a heavy duty deep cycle battery or a battery specific to car audio

3. Upgrade the "Big 3" - that is to replace (or add to) the power wire between the battery and alternator, the ground from the battery to the chassis and the ground strap from the engine/tranny to the chassis with at least 2 AWG wire.

Failure to do this could result in the early death of the alternator or other electrical problems.

A second battery is never a good idea for systems that are 3000 watts RMS or less as it's an added strain on the alternator to charge two batteries AND supply power for the car. The ONLY time a second battery is useful is if the audio system is to be used with the car off for show.

Rattle-reduction
Sound deadening is often used in the door cavities and boot/trunk area to provide less rattling of the metal in the car, especially the boot/trunk. It is a rubber or asphalt-like substance that can be sprayed on or glued on in sheets

AUTOMATIC TRANSMISSION

Automatic transmission

An automatic transmission (commonly abbreviated as "AT") is an automobile gearbox that can change gear ratios automatically as the vehicle moves, freeing the driver from having to shift gears manually. Similar but larger devices are also used for railroad locomotives.

Most automatic transmissions have a set selection of possible gear ranges, often with a parking pawl feature that will lock the output shaft of the transmission. Continuously variable transmissions (CVTs) can change the ratios over a range rather than between set gear ratios. CVTs have been used for decades in two-wheeled scooters but have seen limited use in a few automobile models. Recently, however, CVT technology has gained greater acceptance among manufacturers and customers.

Some machines with limited speed ranges or fixed engine speeds, such as some forklift trucks and lawn mowers, only use a torque converter to provide a variable gearing of the engine to the wheels.

Automatic transmission modes

Conventionally, in order to select the mode, the driver would have to move a gear shift lever located on the steering column or on the floor next to him/her. In order to select gears/modes the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out. Some vehicles (like the Aston Martin DB9) position selector buttons for each mode on the cockpit instead, freeing up space on the central console. Vehicles conforming to US Government standards must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior to this, quadrant-selected automatic transmissions often utilized a P-N-D-L-R layout, or similar. Such a pattern led to a number of deaths and injuries owing to unintentional gear mis-selection, as well the danger of having a selector (when worn) jump into Reverse from Low gear during engine braking maneuvers.

Automatic Transmissions have various modes depending on the model and make of the transmission. Some of the common modes are:

Park (P) – This selection mechanically locks the transmission, restricting the car from moving in any direction. A parking pawl prevents the transmission, and therefore the vehicle, from moving (although the vehicle's non-drive wheels may still spin freely). For this reason, it is recommended to use the hand brake (or parking brake) because this actually locks the (in most cases, rear) wheels and prevents them from moving. This also increases the life of the transmission and the park pin mechanism, because when parking on an incline with the transmission in park without the parking brake engaged will cause undue stress on the parking pin. An efficiently-adjusted hand brake should also prevent the car from moving if a worn selector accidentally drops into Reverse gear during early morning fast-idle engine warmups.

A car should be allowed to come to a complete stop before setting the transmission into park to prevent damage. Usually, PARK is one of only two selections in which the car's engine can be started. In some cars (notably those sold in the US), the driver must have the footbrake applied before the transmission can be taken out of park. The Park position is omitted on buses/coaches with automatic transmission, which must be placed in neutral with the parking brakes set.

Reverse (R) – This puts the car into the reverse gear, giving the ability for the car to drive backwards. In order for the driver to select reverse they must come to a complete stop, push the shift lock button in (or pull the shift lever forward in the case of a column shifter) and select reverse. Not coming to a complete stop can cause severe damage to the transmission. Many modern automatic gearboxes have a safety mechanism in place, which does to some extent prevent (but doesn't completely avoid) inadvertently putting the car in reverse when the vehicle is moving. This mechanism usually consists of a solenoid- controlled physical barrier on either side of the Reverse position, which is electronically engaged by a switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving.

Neutral/No gear (N)– This disconnects the transmission from the wheels so the car can move freely under its own weight. This is the only other selection in which the car can be started.

Drive (D)– This allows the car to move forward and accelerate through its range of gears. The number of gears a transmission has depends on the model, but they can commonly range from 3, 4 (the most common), 5, 6 (found in VW/Audi Direct Shift Gearbox), 7 (found in Mercedes 7G gearbox, BMW M5 and VW/Audi Direct Shift Gearbox) and 8 in the newer models of Lexus cars. Some cars when put into D will automatically lock the doors or turn on the Daytime Running Lamps.

OverDrive ([D], OD, or a boxed D) - This mode is used in some transmissions, to allow early Computer Controlled Transmissions to engage the Automatic Overdrive. In these transmissions, Drive (D) locks the Automatic Overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under steady speeds or low acceleration at approximately 35-45 mph (approx. 72 km/h). Under hard acceleration or below 35-45 mph, the transmission will automatically downshift. Vehicles with this option should be driven in this mode unless circumstances require a lower gear.

Second (2 or S) – This mode limits the transmission to the first two gears, or more commonly locks the transmission in second gear. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time. Some vehicles will automatically upshift out of 2nd gear in this mode if a certain rpm range is reached, to prevent engine damage.

First (1 or L) – This mode locks the transmission in first gear only. It will not accelerate through any gear range. This, like second, can be used during the winter season, or towing.

As well as the above modes there are also other modes, dependent on the manufacturer and model. Some examples include;

D5 – In Hondas and Acuras equipped with 5-speed automatic transmissions, this mode is used commonly for highway use (as stated in the manual), and uses all 5 forward gears.
D4 – This mode is also found in Honda and Acura 4 or 5-speed automatics and only uses the first 4 gears. According to the manual, it is used for stop & go traffic, such as city driving.
D3 – This mode is found in Honda and Acura 4-speed automatics and only uses the first 3 gears. According to the manual, it is used for stop & go traffic, such as city driving. This mode is also found in Honda and Acura 5-speed automatics.
+ − and M – This is the manual selection of gears for automatics, such as Porsche's Tiptronic. This feature can also be found in Chrysler and General Motors products such as the Dodge Magnum and Pontiac G6. The driver can shift up and down at will, by toggling the shift lever (console mounted) like a semi-automatic transmission. This mode may be engaged either through a selector/position or by actually changing gear (e.g. tipping the gear-down paddles mounted near the driver's fingers on the steering wheel).

CAR BODY STYLE

Car body style


Cars can come in a large variety of different body styles. Some are still in production, while others are of historical interest only. These styles are largely (though not completely) independent of a car's classification in terms of price, size and intended broad market; the same car model might be available in multiple body styles (or model ranges). For some of the following terms, especially relating to four-wheel drive / SUV models and minivan / MPV models, the distinction between body style and classification is particularly narrow.

Please note that while each body style has a historical and technical definition, in common usage such definitions are often blurred. Over time, the common usage of each term evolves. For example, people often call 4-passenger sport coupés a "sports car", while purists will insist that a sports car by definition is limited to two-place vehicles

Styles in current use

4x4 or 4WD ("four-by-four" or "four-wheel drive")

A four-wheeled vehicle with a drivetrain that allows all four wheels to receive power from the engine simultaneously. The terms are usually (but not exclusively) used in Europe to describe what is referred to in North America as a sport utility vehicle or SUV.

Cabrio coach or Semi-convertible
A form of car roof, where a retractable textile cover amounts to a large sunroof. Fundamental to various older designs such as the Citroën 2CV; sometimes an option on modern cars.

Cabriolet
A term for a convertible
A BMW M3 convertible
A body style with a flexible textile folding roof or rigid retracting roof — of highly variable design detail — to allow driving in open or enclosed modes.

Coupé
A 2-door, 2- or 4-seat car with a fixed roof. Its doors are often longer than those of an equivalent sedan and the rear passenger area smaller; the roof may also be low. In cases where the rear seats are very small and not intended for regular use it is called a 2+2 (pronounced "two plus two"). Originally, a coupé was required to have only one side window per side, but this consideration has not been used for many years.

Coupe Utility (ute)
the Coupe Utility is a passenger-car derived light truck with coupé passenger cabin lines and an integral cargo bed.

Crossover (or CUV)
A loose marketing term to describe a vehicle that blends features of a SUV with features of a car — especially forgoing the body on frame construction of the SUV in favor of the car's unibody or monocoque construction.
Estate car (or just "estate")
The British term for what North Americans call a station wagon.

Fastback
A design where the roof slopes at a smooth angle to the tail of the car, but the rear window does not open as a separate "door".

Hardtop
A style of car roof. Originally referred to a removable solid roof on a convertible; later, also a fixed-roof car whose doors have no fixed window frames, which is designed to resemble such a convertible.

Hatchback
Identified by a rear door including the back window that opens vertically to access a storage area not separated from the rest of the passenger compartment. May be 2 or 4 door and 2 or 4 seat, but generally in Britain count the tailgate making it a 3-door and 5-door.

Hearse
A converted luxury car usually used to transport the dead. Often longer and heavier than the vehicle on which they are usually based.
Leisure activity vehicle
A small van, generally related to a supermini, with a second or even a third seat row, and a large, tall boot.

Liftback
A style of coupé with a hatchback; this name is generally used when the opening area is very sloped (and is thus lifted up to open).

A Lincoln Town Car limousine
By definition, a chauffeur-driven car with a (normally glass-windowed) division between the front seats and the rear. In German, the term simply means a sedan.

Minibus
Designed to carry fewer people than a full-size bus, generally up to 16 people in multiple rows of seats. Passenger access in normally via a sliding door on one side of the vehicle. One example of a van with a minibus version available is the Ford Transit.

Minivan
North American term for a boxy wagon-type of car usually containing three or four rows of seats, with a capacity of six or more passengers. Often with extra luggage space also. As opposed to the larger van, the minivan was developed primarily as a passenger vehicle, though is more van-like than a station wagon. In Britain, these are generally referred to as people carriers.

Muscle car
Popular sports cars during the late 1960s and the 1970s. Were also used as race cars.

MPV
Multi-purpose vehicle, a large car or small bus designed to be used on and off-road and easily convertible to facilitate loading of goods from facilitating carrying people.

Notchback
A cross between the smooth fastback and angled sedan look. It is a sedan type with a separate trunk compartment.
People carrier
European name to describe what is usually referred to in North America as an Minivan.

Pickup truck a.k.a pick-up
Small or medium sized truck. Not based on a passenger car, but of similar size. This light commercial vehicle features a separate cabin and rear load area (separate cargo bed).

Pillarless
Usually a prefix to coupé, fastback, or hardtop; completely open at the sides when the windows are down, without a central pillar, e.g. the Sunbeam Rapier fastback coupé.

Ragtop
Originally an open car like a roadster, but with a soft top (cloth top) that can be raised or lowered. Unlike a convertible, it had no roll-up side windows. Now often used as slang for a convertible.
Retractable Hardtop
aka Coupé convertible or Coupé Cabriolet. A type of convertible forgoing a foldable textile roof in favor of a multi-segment rigid roof retracts into the lower bodywork.

Roadster
Originally a two-seat open car with minimal weather protection — without top or side glass — though possibly with optional hard or soft top and side curtains (i.e., without roll-up glass windows). In modern usage, the term means simply a two-seat sports car convertible, a variation of spyder.

Saloon
The British term for a sedan.

Sedan
A car seating four or more with a fixed roof that is full-height up to the rear window. Sedans can have 2 or 4 doors. This is the most common body style. In the U.S., this term has been used to denote a car with fixed window frames, as opposed to the hardtop style where the sash, if any, winds down with the glass.
Sedan delivery
North American term (mainly U.S. and Canada). Similar to a wagon, with no side windows, similar to a panel truck, only two side doors, and one or two rear doors (not a liftgate, like a wagon). Often shortened to delivery. Example: Chevrolet HHR

A 2007 Chevrolet Suburban, one model of SUVSport utility vehicle (SUV)
Derivative of off-road or four-wheel drive vehicles but with car-like levels of interior comfort and drivability. Also sometimes called a 'soft-roader' or 'Toorak tractor'[1]. This vehicle type can employ body styles and criteria of many of the above. However, sport utility wagons are the most common type.

Spyder (or Spider)
Similar to a roadster but originally with even less weather protection. The term originated from a small two-seat horse-cart with a folding sunshade made of four bows. With its black cloth top and exposed sides for air circulation, the top resembled a spider. Nowadays it simply means a convertible sports car.
Shooting brake
A two-door estate car; generally for vintage or extremely expensive vehicles. They were vehicles for the well-off shooter and hunter, giving space to carry shotguns and other equipment. Usually made to order by coachbuilders. The term is occasionally revived.

Station wagon
A car with a full-height body all the way to the rear; the load-carrying space created is accessed via a rear door or doors. Sometimes shortened to just wagon.

Surrey top
Similar to the Porsche Targa top, the surrey top was developed by Triumph in 1962 for the TR4.

T-top
A derivative of the Targa top, called a T-bar roof, this fixed-roof design has two removable panels and retains a central narrow roof section along the front to back axis of the car (e.g. Toyota MR2 Mark I.)

Targa top
A semi-convertible style used on some sports cars, featuring a fully removable hard top roof panel which leaves the A and B pillars in place on the car body. (e.g. Fiat X1/9). Strictly, the term originated from and is trademarked by Porsche for a derivate of its 911 series, the Porsche 911 Targa, itself named after the famous Targa Florio rally. A related styling motif is the Targa band, sometimes called a wrapover band which is a single piece of chrome or other trim extending over the roof of the vehicle and down the sides to the bottom of the windows. It was probably named because the original Porsche Targa had such a band behind its removable roof panel in the late 60s.

Ute
Australian English term for the Coupe Utility body style (see above). Sometimes used informally to refer to any utility vehicle, particularly light trucks such as a pickup truck. In American English, sport-ute is sometimes used[who?] to refer to an SUV.

A Dodge Sprinter, one particular model of van.
In North America "van" refers to a truck-based commercial vehicle of the wagon style, whether used for passenger or commercial use. Usually a van has no windows at the side rear (panel van), although for passenger use, side windows are included. In other parts of the world, 'van' denotes a passenger-based wagon with no rear side windows.

Wagon delivery
North American term (mainly U.S. and Canada). Similar to a sedan delivery, with four doors. Sometimes shortened to delivery; used alone, "delivery" is presumed to be a sedan delivery.

AUTOMOTOVE DESIGN

Automotive design


Designers at work in 1961. Standing by the scale model's left front fender is Richard Teague, a famous automobile designer at American Motors Corporation (AMC).Automotive design is the profession involved in the development of the appearance, and to some extent the ergonomics, of motor vehicles or more specifically road vehicles. This most commonly refers to automobiles but also refers to motorcycles, trucks, buses, coaches, and vans. The functional design and development of a modern motor vehicle is typically done by a large team from many different disciplines included in automotive engineers. Automotive design in this context is primarily concerned with developing the visual appearance or aesthetics of the vehicle, though it is also involved in the creation of the product concept. Automotive design is practiced by designers who usually have an art background and a degree in industrial design or transportation design

Design elements

The task of the design team is usually split into three main aspects: Exterior design, interior design, and color and trim design. Graphic design is also an aspect of automotive design; this is generally shared amongst the design team as the lead designer sees fit. Design focuses not only on the isolated outer shape of automobile parts, but concentrates on the combination of form and function, starting from the vehicle package.

The aesthetic value will need to correspond to ergonomic functionality and utility features as well. In particular, vehicular electronic components and parts will give more challenges to automotive designers who are required to update on the latest information and knowledge associated with emerging vehicular gadgetry, particularly dashtop mobile devices, like GPS navigation, satellite radio, HD radio, mobile TV, MP3 players, video playback and smartphone interfaces. Though not all the new vehicular gadgets are to be designated as factory standard items, but some of them may be integral to determining the future course of any specific vehicular models.


Exterior design (styling)

The stylist responsible for the design of the exterior of the vehicle develops the proportions, shape, and surfaces of the vehicle. Exterior design is first done by a series of digital or manual drawings. Progressively more detailed drawings are executed and approved. Clay (industrial plasticine) and or digital models are developed from, and along with the drawings. The data from these models are then used to create a full sized mock-up of the final design (body in white). With 3 and 5 axis CNC Milling Machines, the clay model is first designed in a computer program and then "carved" using the machine and large amounts of clay. Even in times of high-class 3d software and virtual models on powerwalls the clay model is still the most important tool to evaluate the design of a car and therefore used throughout the industry.


Interior design (styling)

The stylist responsible for the design of the vehicle interior develops the proportions, shape, placement, and surfaces for the instrument panel, seats, door trim panels, headliner, pillar trims, etc. Here the emphasis is on ergonomics and the comfort of the passengers. The procedure here is the same as with exterior design (sketch, digital model and clay model).


Color and trim design

The color and trim (or color and materials) designer is responsible for the research, design, and development of all interior and exterior colors and materials used on a vehicle. These include paints, plastics, fabric designs, leather, grains, carpet, headliner, wood trim, and so on. Color, contrast, texture, and pattern must be carefully combined to give the vehicle a unique interior environment experience. Designers work closely with the exterior and interior designers.

Designers draw inspiration from other design disciplines such as: industrial design, fashion, home furnishing, and architecture. Specific research is done into global trends to design for projects two to three model years in the future. Trend boards are created from this research in order to keep track of design influences as they relate to the automotive industry. The designer then uses this information to develop themes and concepts which are then further refined and tested on the vehicle models.


Graphic design

The design team also develop graphics for items such as: badges, decals, dials, switches, kick or tread strips, liveries, flames, racing stripes, etc.

Toyota A transmission


Toyota Motor Corporation's A family is a family of automatic FWD/RWD/4WD transmissions built by Aisin-Warner. They share much in common with Volvo's AW7* and Aisin-Warner's 03-71* transmissions, which are found in Suzukis, Mitsubishis, and other Asian vehicles. A = Aisin Automatic Second last digit denotes number of gears Last digit is the Toyota series number -E=Electronic control -F=Four wheel drive -H=AWD Transverse mount engine -L=Lock-up torque converter
A10
Toyoglide two speed automatic, largely based on GM's Powerglide.


A20
Two speed automatic.


A30
Toyoglide three speed automatic

Applications:

1970-1973 Corona
Crown
Mark II

A40
Aisin-Warner three speed automatic

Applications:

1973(spring)-1980 Corona

A40D
Four speed automatic

Applications:

1977-1980 Celica Supra
1983-1986 Celica Supra (Australia)
1981 Corona
1981 Toyota Cressida
A41

A42L
Four speed automatic with lockup torque converter


A43D
This transmission model is not electronically controlled. It is instead controlled by throttle position and also by a governor.

Applications:

1981 Toyota Celica Supra
1982-1985 Toyota Celica XX 2000G/S turbo
1982-1985 Volvo 240 2.1L Turbo I4 (AW71)
1985-1990 Volvo 740 2.3L Turbo I4 (AW71)
1985-1990 Volvo 760 2.3L Turbo I4 (AW71)
1985-1990 Volvo 760 2.8L V6 (AW71)
1987-1989 Volvo 780 2.8L V6 (AW71)
1985-95 4x2 Toyota Pickup with 2.4L I4
Gear ratios: 1st 2.452 2nd 1.452 3rd 1.000 4th 0.688 Reverse: 2.212


A43DL
Four speed automatic with lockup torque converter

Applications:

1983-1985 Toyota Cressida
1982-1985 Landcruiser
1982 Celica Supra
1990-1992 Volvo 740 2.3L Turbo I4 (AW71L)
1991-1997 Volvo 940 2.3L Turbo I4 (AW71L)

A43DE
Four speed automatic with lockup torque converter and electronic controls

Applications:

1982-1987 Toyota Cressida
1983-1986 Celica Supra
1992-up Suzuki Sidekick (4L30E)
1992-1998 Volvo 960/S90 (AW 30-43LE)

A44D
Applications:

1989-1991 4-Runner

A44DL
Four speed automatic with lockup torque converter

Applications

1982-1991 Toyota Van

A45DL
Applications

1982-1990 Toyota Van

A55
Three speed automatic

Applications:

1979-1986 Tercel

A1xx
FF Transaxle


A130
A131L
3 Speed Automatic Transaxle

Application:

1984-2002 Toyota Corolla (3 spd.) (includes FX)
1985–1988 Chevrolet Nova
1990-1992 geo prizm

A132L
3 Speed Automatic Transaxle

Application:

1988-1999 Tercel (3 spd.)
1988-1992 Corolla European, Asian, Latin Markets (3 spd. auto)

A140E
4 Speed Automatic Transaxle

Applications:

1983-2001 Camry (4 cyl.)
1994-1999 Celica GT
1999-2001 Solara (4 cyl.)
Gear ratios: 1st - 2.810:1 2nd - 1.549:1 3rd - 1.000:1 4th - 0.706:1 Rev - 2.296:1

A2xx
FF Transaxle


A240L
4 Speed Automatic Transaxle

Application:

1985-1992 Corolla (4 spd.) (includes FX) (jj)

A240E
4 Speed Automatic Transaxle

1984-1989 MR2 na
1988– Chevrolet Nova

A241E
4 Speed Automatic Transaxle

Applications:

1990-2005 Celica GTS
1988-1989 MR2 S/C
1990-1999 MR2 2.2l
1996-1997 RAV 4

A241H
4 Speed Automatic Transaxle(AWD)

Application:

1990-1992 Corolla (AWD)

A241L
4 Speed Automatic Transaxle

Application:

1990-1991 Celica GT

A242L
4 Speed Automatic Transaxle

Application:

1995-1999 Tercel

A243L
4 Speed Automatic Transaxle

Application:

1990-1993 Celica ST

A242E
4 Speed Automatic Transaxle

Application

EP91 Glanza (Starlet)

A244E
4 Speed Automatic Transaxle

Application:

1992-1999 Paseo

A245E
Applications:* 1993-2007 Corolla

Gear ratios: 1st - 3.643:1 2nd - 2.008:1 3rd - 1.296:1 4th - 0.892:1 Rev - 2.977:1 Drive axle ratio (for 93-96 Corolla): 2.821 Drive axle ratio (for 97-02 Corolla): 2.655 Drive axle ratio (for 03-07 Corolla): 2.962

Number of disc B3 is changed from 6 to 5 in 2005


A246E
Application:

1994-1999 Celica ST
2003-2007 Matrix (with VVT-i Engine)
Gear ratios(for Maxtrix): 1st - 4.005:1 2nd - 2.208:1 3rd - 1.425:1 4th - 0.982:1 Rev - 3.272:1 Drive axle ratio : 2.962


A3xx
FR Transmission


A340H
4 Speed Automatic Transmission (4x4)

Applications:

1984-1995 4x4 Trucks w/v-6
1990-1995 4-Runner (4x4)
(Gear ratios 1st-2.80, 2nd-1.53, 3rd-1.00, 4th-0.71, Rev.-2.39)


A340E (30-40LE)
Applications:

1987-1992 Cressida (30-40LE)
1986-1998 Toyota Supra non-turbo
1987-1992 Toyota Supra turbo+
1995-1998 Pickup 2.4L I4, 3.0L V6, 3.4L V6 (Tacoma)
1993-1995 T100 3.0L V6
1993-1997 Previa 2.4L w/supercharger
1993-1995 Lexus GS300 3.0L I6
1991-1997 Aristo 3.0L I6 Turbo
1992-2000 Lexus SC300 3.0L I6
1992-1997 Lexus SC400 4.0L V8
1995-1997 Lexus LS400 4.0L V8
1989-2002 4-Runner
2001-2004 Sequoia
2000-2004 Tundra
2005-2007 TOYOTA COMMUTER 2.5L DIESEL
Ratios 1st:2.804 , 2nd:1.531 , 3rd:1 , 4th:0.705


A340F
Applications:

1995-2003 4-Runner (4x4)
2001-2003 Sequoia (4x4)
1985-1988 4-cyl Pickup (4x4)

A341E
Applications:

1993-1998 Toyota Supra turbo
1991-1997 Toyota Soarer 4.0L V8
1990-1994 Lexus LS400 4.0L V8
1992-1998 Volvo 2.9L I6 (AW30-40LE)

A343F
Application:

1993-1994 Land Cruiser Prado (3.0l)
1995-2001 Land Cruiser

A350E
5 Speed Automatic.

Application:

1996-1997 Lexus GS300 3.0L L6
NOTE: Replaced by A650E for 1998 model year.

A4xx
FR Transmission


A440F
Application:

1988-1992 Land Cruiser

A442F
Application:

1993-1995 Land Cruiser
A5xx
FF Transaxle

A540E
Applications:

1988-1993 Camry (V6)
1998-2000 Sienna
1996 Camry prominent

A540H
Applications:

1989-1991 Camry (V6 AWD)
1996-1999 RAV 4 (4x4)
Gear ratios: 1st - 2.810:1 2nd - 1.549:1 3rd - 1.000:1 4th - 0.734:1 Rev - 2.296:1

(This particular version has a weak reverse - prone to noise and failure - failure included problems with 1st brake)


A541E
Applications:

1994-2001 Camry (V6)
1995-2003 Avalon
2001-2003 Sienna
1999-2003 Solara (V6)
gear ratios 1st 2.81,2nd 1.549,3rd 1.00,4th 0.735 rev 2.296 final drive 3.40 (avalon 2004)


A6xx
FR Transmission


A650E
5 Speed Automatic Transmission

Applications:

1998-2005 Lexus GS300 (2nd Generation)
1998-2000 Lexus GS400
1998-2000 Lexus LS400
2001-2005 Lexus GS430
2001-2005 Lexus IS300 (1st Generation)
2001-2003 Lexus LS430
2001-2005 Lexus SC430
Gear Ratios: 1st 3.357 2nd 2.180 3rd 1.424 4th 1.000 5th 0.753 Rev 3.266


A7xx
FR Transmission


A750E
5 Speed Automatic Transmission

Applications:

2003 4-Runner
2005-2007 Tacoma (V6)

A750F
5 Speed Automatic Transmission(4x4)

Applications:

2003 4-Runner (4x4)
2005-2007 Tacoma (V6 4x4)
2003-2007 GX470 (4x4)
2003-2007 LX470 (4x4)
2005- Land Cruiser Prado 3.0 D4D (4x4) European version

A760E
6 Speed Automatic Transmission

Applications:

2007 GS350

A760H
6 Speed Automatic Transmission

Applications:

2006 GS300 (AWD)
2007 GS350 (AWD)
2006-2007 IS250 (AWD)

A761E
6 Speed Automatic Transmission

Applications:

2006-2007 IS350
2004-2006 LS430
2006-2007 GS430
2006-2007 SC430
Gear Ratios: 1st 3.296 2nd 1.958 3rd 1.348 4th 1.000 5th 0.725 6th 0.582 Rev 2.951


A8xx
FR Transmission


A860E
6 Speed Automatic Transmission

Applications:

DYNA CARGO(JAPAN DOMESTIC)

A9xx
FR Transmission


A960E
6 Speed Automatic Transmission

Applications:

2006 GS300
2006-2007 IS250

AAxx
FR Transmission


AA80E
8 Speed Automatic Transmission

Applications:

2007 LS460
2008 GS460
2009 IS-F
Gear ratios: 1st - 4.596:1 2nd - 2.724:1 3rd - 1.864:1 4th - 1.464:1 5th - 1.231:1 6th - 1.000:1 7th - 0.824:1 8th - 0.685:1 Rev - 2.176: