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Cylinder Cap

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Cylinder Cap
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Tune ups are not required on today's vehicles nearly as often as they were in the past. Most vehicles today, no longer have distributors (with points) and carburetors. A tune up used to consist of much more than it does today, with technology and innovative design vehicles require much less attention from us when it comes to maintenance items affecting the engine's performance. The car's computer is running thousands of tests everyday to insure optimum performance. If the SES (Service Engine Soon) light comes on, the computer is telling you there's a problem. Today I cover what a tune up consists of and the most common causes of misfire codes being set or stored in your car's computer. Also, in this article read on to find out why my friend with an old Chrysler lean burn system used to carry a big stick! 

What a Tune Up Used to Be

In cars during the 60's and 70's a minor tune up consisted of replacing the spark plugs, distributor cap, rotor, points and condenser. The timing and dwell would also be set if needed. Back then a major tune up would also include spark plug wires and adjusting the carburetor. Computerized cars no longer need all of this attention! Electronic ignition and fuel injection in today's cars have almost completely banished the use of distributors. And practically the only place you'll find a carburetor is in a dinosaur or a hot rod. Today spark plugs typically last from 60 to 100,000 miles (sometimes less if there's a misfire). Computers control the mixture of fuel and air to the cylinders so efficiently that a car that floods today, is a rare one indeed. Don't get me wrong there were some growing pains in the 80's with carburetors that still needed adjustment and computer systems that never really allowed some cars to run very well from day one. I had a friend with a 1980 Chrysler equipped with a lean burn system that worked in conjunction with a feedback carburetor, it caused him many headaches. The lean burn computer was mounted on the air cleaner housing. He discovered that when the car wouldn't run, it only took a light tap on the computer to make it work again. Instead of switching back to a conventional carburetor or relocating the computer away from the heat of the engine like many people did back then; he found that carrying a stick in the car, would allow him to stand outside, reach the stick under the hood and tap the module while he turned the ignition switch to start the engine!

Cars Today

Misfire codes (including P0301, P0302, P0303, P0304, P0305, P0306, P0307 & P0308) indicate that there is a misfire in a cylinder, the last number indicates which cylinder has the problem. If something is causing a miss in random cylinders or is affecting all of them, a P0300 misfire code will be stored in the car's computer. It's always smart to begin with the basics. Also consider the mileage and service history when diagnosing a misfire. Higher mile vehicles are more inclined to have mechanical issues with the engines, like low compression from worn valves or rings etc. Any accompanying codes should also be considered in case they may be related. If the spark plugs are worn (excessive gap) or the car is past due for a tune up, it may be smart to go ahead and start with spark plugs and spark plug wires and go from there.

The most common misfire causes on the cars I've worked on have been:

1. Spark plugs
2. Spark plug wires
3. Ignition coil
4. Fuel injector
5. Wiring to fuel injector
6. Timing Belt
7. Vacuum leak or stuck open EGR
8. Contaminated fuel or bad fuel pump
9. Weak compression
10. Blown head gasket

Obviously there are many different types of cars, so a service manual for the specific one that you are working on may be required to help pinpoint the misfire you're looking for, but hopefully this will direct you to some of the most common causes of misfires in cars of today.

When diagnosing a SES light, it's best to start with a quick scan with a code reader. If checking the engine's mechanical integrity specialty tools, like a compression tester, an exhaust back pressure gage or cylinder leak down tester may be needed.

Pneumatic Cylinders Bounce Back

Pneumatic cylinders perform an array of functions in electronics, automotive, and packaging industries. Their basic function is always the same — linear advancement of loads by attachment to a metal piston, pushed to and fro by columns of air. At some point in every application, however, a cylinder must slow down, stop, and change direction. Exactly how that happens determines how well the cylinder will perform in cycling applications.

Air throttle
When an uncushioned piston reaches one end of its stroke, it slams into the end cap, creating a hard metal-to-metal impact. The impact is often so loud that its exceeds OSHA standards for workplace noise. After the impact, the piston may bounce, during which time, the cylinder's motion is technically uncontrolled. The high amplitude, high-frequency impact can also damage the cylinder, as well as surrounding equipment.

Avoiding such problems and decelerating piston rods in a controlled manner requires external or internal cushioning. External cushioning employs a shock-absorbing mechanism outside the cylinder's body to absorb piston impact. The drawback is that it increases the footprint of the cylinder and adds weight and moving parts. Internal cushioning, on the other hand, operates within the cylinder footprint and tends to be simpler in function.

Here's how internal cushioning works: At end-of-stroke, a piston rod approaches the cylinder end and squeezes air out; a flow vent meters air for controlled velocity. Just before impact, a cushion spear or sleeve jumps into action, blocking the cushion seal and eliminating the exhaust path. The controlled volume quickly decreases, compressing the gas. Exhaust is then metered out even more slowly, through a cushion needle, completely decelerating the piston before it contacts the cylinder end.

The air cushion itself is adjustable, so the volume of air released can be metered during compression. A threaded needle screw piercing an orifice on the end cap provides the adjustment. Turning the screw further into the orifice decreases the amount of air that can escape in a given time. This diminished exhaust creates backpressure for an even more dramatically decelerated piston.

Physics makes it possible
The physics involved in a cushioned air cylinder is relatively straightforward. The laws of physics require that a negative force act on a piston to decelerate it. This occurs when air is squeezed or compressed in the end cap, and can be mathematically understood.

Two things actually prevent pistons from colliding with end caps. One is the deceleration of the piston with an auxiliary (cushion) system. The other is drag. Pistons (and loads attached to them) slow down quickly when — prior to hitting any air cushion — the actuator reaches equilibrium between the net driving and frictional force:

Once the piston reaches the air-cushioned zone, it compresses the controlled volume of air, producing an elevated backpressure. In turn, this provides a negative force component to decelerate the load:

Some assistance
So, how do we avoid piston and end cap contact, bouncing, and noise, while also maintaining reasonable cycle times? By extending the cushion seal and changing its attachment to the piston. Rubber seals that extend beyond the face of the piston assist in cylinder deceleration. These extended seals are usually made of nitrile-based rubber, press-fit into a machined groove on the piston. As a cylinder completes its stroke, the seal absorbs 80% of the energy, reducing pneumatic bounce, and effectively, noise. In this way, all the cushioning isn't done by the air cushion. Less time is spent draining air, so cycle times are maximized.

A cylinder that includes an energy-absorbing seal allows for a larger cushion orifice. With this, a piston can travel through the air cushion in one-fourth the time of a conventionally cushioned cylinder. Plus, extended piston seals can accelerate out of air cushions faster. One reason is that the larger cushion orifice doubles as a larger bleed orifice in the reverse stroke, letting air into the cylinder at a faster rate while exiting the air cushion at the other end. Another reason is the seal acts as a compressed spring, providing an initial force of 80 psi to push or accelerate the cylinder.

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2000 olds alero with cylinder 3 misfire. Replaced plugs,wires,and cap. Code back on within a week.?

Car idles rough, misses and lacks power when under normal driving conditions and accelleration.

Maybe the injector isn't working right? What cap did you replace? That car doesn't have a distributor cap. Maybe you replaced the ignition coil for #3 cylinder? You can never relay on a P0303 to tell you that you need a tune-up. You need to have the injector checked and also have a compression test done. This would have saved you needlessly spending money on a tune-up that didn't fix the problem. I would be willing to bet your lower intake manifold gaskets are leaking. This is very common on the 2000+ GMs. I just approved a claim on a Buick Rendezvous that had a #4 cylinder misfire. That one turned out to be the rocker arm and rocker stud pulled out of the cylinder head, which was easy to determine by doing a compression test. You never can assume it is just a plug or wire when you have a misfire code.

2004 Chevrolet Optra from North America - Comments
A couple months ago my check engine light came on in my Optra. It has 105, 000 km on it and last night my head gasket blew. Looking at about $1000 to fix. Doesn't seem worth it.

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