Colocação do motor e caixa de velocidades depois de reparados, uma caixa retora praticamente nova e um radiador todo reparado.
Friday, March 16, 2007
Colocação de pequenos componentes
Colocação de pequenos componentes do Habitaculo do veículo, tais como o sistema de ar ventilhado e os pedais com a ligação aos cabos para o habitaculo do motor.
Colocação da carroçaria no chassi
Colocamos a carroçaria em cima do chassi, depois de todas as borrachas e todos os casquilhos terem sido novos devido ao seu desgaste no tempo.
Carroçaria com 1 de mão
Carroçaria com a primeira mão de pintura e pronto para o começo de colocaçao do material.
Carroçaria em preparação para bate-chapas
Marcado as zonas onde deve se mexer para endireitar de chapa.
Aplicação de gravilha
Colocação de material em tipo de borracha devido as temperaturas e para proteger as zonas mais criticas do veículo.
Mudança de para-choques
Para o F50, foi mandado fazer ao ferreiro um novo para-choques devido ao mau estado do original, e já que este era feito de raíz foi construido com calha de 5mm de espessura para aguentar quakquer tipo de embate....
Preparação da carroçaria
Nesta situação o F50 já tinha saido do bate-chapas para reparar pequenas situações e ja tinha levado um fundo novo todo talado a mão devido a sua inesistência na marca. Agora estava a levar massa para depois começar a pintura.
Começo da reparação do meu F50
Começamos por desmontar todo o veículo, peça por peça onde foi separado o chassi da carroçaria. A carroçaria foi colocada em cima de dois cavaletes feitos de propósito para o veículo devido as suas dimensões. Isto à seia anos atrás. Começamos por decapar todo o veículo, para melhor descobrir a corrosão existente. Depois de decapado foi aplicado uma mão de primário para protecção do metal. Depois houve na carroçaria toda uma preparação até a pintura final. O chassi também foi pintado.
What is a Differential anyway
No car will go round a corner without them, no 4x4 is a true 4x4 without a couple of them. What we are talking about are diffs. Diffs are short for differentials. They are the cornerstone to any transmission system and the key to development of the 4x4.
Without them cars wouldn't be able to corner. If you are driving down a road then both left and right wheels are travelling at the same speed. But, if you started to turn into a corner then the inside wheels would have a shorter path than the outside wheels and this would mean that they must travel at a slower speed.
So there is a difference in speed and if the wheels were both connected to the gearbox via the prop shafts then the outer wheel would have to 'scrub off' its extra speed as there would be no allowance for any speed difference. As the wheel would rather rotate freely than slip or skid, the vehicle would resist turning the corner.
A diff absorbs any difference in speed between the two sides allowing the vehicle to corner. It does this by a series of bevel gears. The diff is mounted in a cage which is connected to the crown wheel of the vehicle. At the ends of the half shafts, inside the diff, there are two gears. At 90� to these gears, there are four bevel gears and it is these that hold the key to the differential.
In ordinary conditions, travelling along a straight road, the differential is, in effect, not working as there is no speed difference between either side. The diff cage will still rotate as it is connected to the crown wheel.
When the vehicle starts to turn, there is a speed difference and the diff comes into action. The internal pinions start to rotate in opposite directions. If you imagine that the two side gears are travelling in the same direction, absorbing the speed and allowing the two sides to travel at different speeds. The crown wheel will rotate at the average of the two.
This is good for normal road conditions but for one problem. This is when, for example, you have one wheel sat on the road and one on a sheet of ice, one side has grip and the other doesn't. The wheel on the ice will spin, the diff will kick in and do its job, and the wheel on the road will remain still, your vehicle will go nowhere. In this instance a Limited Slip Diff (LSD) would work better.
An LSD minimises the effect in such situations and ensures that power is transmitted to the road. LSD's are the same as normal diffs but with two extra parts, the pressure rings and disc clutches.
The pressure rings are attached to the diff case so rotate when it does. However, they can move axially, meeting the disc clutches which are located between the pressure rings and diff case. The clutches are alternately drive and driven discs, the drive discs have extensions which locate the grooves in the diff case, whilst the driven discs have engaging teeth which meet with the side gears of the differential.
The LSD works by increasing the torque needed to turn the spinning wheel. When it is divided equally by the differential, greater torque is offered to the wheel that has grip, and no more is delivered to the road. It does this by forcing the pressure rings apart when a difference in rotational speed of the two sides is detected. This means that the clutches are forced together, causing friction and resisting the motion of the side pinions, in effect locking the axel so the wheel with grip can be driven.
A viscous diff sounds in principle like it wouldn't work but does the job brilliantly. Instead of using a mechanical locking system the viscous diff utilises the shearing forces of a liquid to provide lock. The viscous unit is mounted onto the output shafts and takes the form of a drum, inside which are many rows of steel discs. The unit is sealed and filled with silicone fluid.
It is the shearing forces of the liquid against the discs which locks the differential case. When the diff is in operation, one set of discs will rotate faster relative to the other. The silicone fluid will create a dragging force against the discs which resist any 'out of sync' movement of the discs. Therefore, the faster set of discs will be slowed to restore uniform movement and the diff will be locked.
In a 4x4 the front and rear diffs are the same as that of a car but they must have another diff in the center as they drive all the wheels. The center diff is used to solve the same sort of problems as an ordinary diff.
If the front and rear wheels, both transmitting power, were connected without a diff then any differences in rotational speed would result in axle windup and even damage.
However, if one wheel of a 4x4 is on a patch of ice then when the driver accelerates then the central diff will transfer all the power to the wheel that is spinning and the car would go nowhere. For this reason, the central diff will always have some sort of limited slip action. The most common type is viscous as it is one of the most cost effective and easy to apply solutions.
Without them cars wouldn't be able to corner. If you are driving down a road then both left and right wheels are travelling at the same speed. But, if you started to turn into a corner then the inside wheels would have a shorter path than the outside wheels and this would mean that they must travel at a slower speed.
So there is a difference in speed and if the wheels were both connected to the gearbox via the prop shafts then the outer wheel would have to 'scrub off' its extra speed as there would be no allowance for any speed difference. As the wheel would rather rotate freely than slip or skid, the vehicle would resist turning the corner.
A diff absorbs any difference in speed between the two sides allowing the vehicle to corner. It does this by a series of bevel gears. The diff is mounted in a cage which is connected to the crown wheel of the vehicle. At the ends of the half shafts, inside the diff, there are two gears. At 90� to these gears, there are four bevel gears and it is these that hold the key to the differential.
In ordinary conditions, travelling along a straight road, the differential is, in effect, not working as there is no speed difference between either side. The diff cage will still rotate as it is connected to the crown wheel.
When the vehicle starts to turn, there is a speed difference and the diff comes into action. The internal pinions start to rotate in opposite directions. If you imagine that the two side gears are travelling in the same direction, absorbing the speed and allowing the two sides to travel at different speeds. The crown wheel will rotate at the average of the two.
This is good for normal road conditions but for one problem. This is when, for example, you have one wheel sat on the road and one on a sheet of ice, one side has grip and the other doesn't. The wheel on the ice will spin, the diff will kick in and do its job, and the wheel on the road will remain still, your vehicle will go nowhere. In this instance a Limited Slip Diff (LSD) would work better.
An LSD minimises the effect in such situations and ensures that power is transmitted to the road. LSD's are the same as normal diffs but with two extra parts, the pressure rings and disc clutches.
The pressure rings are attached to the diff case so rotate when it does. However, they can move axially, meeting the disc clutches which are located between the pressure rings and diff case. The clutches are alternately drive and driven discs, the drive discs have extensions which locate the grooves in the diff case, whilst the driven discs have engaging teeth which meet with the side gears of the differential.
The LSD works by increasing the torque needed to turn the spinning wheel. When it is divided equally by the differential, greater torque is offered to the wheel that has grip, and no more is delivered to the road. It does this by forcing the pressure rings apart when a difference in rotational speed of the two sides is detected. This means that the clutches are forced together, causing friction and resisting the motion of the side pinions, in effect locking the axel so the wheel with grip can be driven.
A viscous diff sounds in principle like it wouldn't work but does the job brilliantly. Instead of using a mechanical locking system the viscous diff utilises the shearing forces of a liquid to provide lock. The viscous unit is mounted onto the output shafts and takes the form of a drum, inside which are many rows of steel discs. The unit is sealed and filled with silicone fluid.
It is the shearing forces of the liquid against the discs which locks the differential case. When the diff is in operation, one set of discs will rotate faster relative to the other. The silicone fluid will create a dragging force against the discs which resist any 'out of sync' movement of the discs. Therefore, the faster set of discs will be slowed to restore uniform movement and the diff will be locked.
In a 4x4 the front and rear diffs are the same as that of a car but they must have another diff in the center as they drive all the wheels. The center diff is used to solve the same sort of problems as an ordinary diff.
If the front and rear wheels, both transmitting power, were connected without a diff then any differences in rotational speed would result in axle windup and even damage.
However, if one wheel of a 4x4 is on a patch of ice then when the driver accelerates then the central diff will transfer all the power to the wheel that is spinning and the car would go nowhere. For this reason, the central diff will always have some sort of limited slip action. The most common type is viscous as it is one of the most cost effective and easy to apply solutions.
Pequena historia da Daihatsu
Although its roots can be traced back to 1907, the Daihatsu brand name was not used until 1951. After producing three-wheelers, Daihatsu built its first four wheelers in 1958. Even from the start, the company, now part of Toyota, has specialised in small-capacity passengers cars and four-wheel-drive off-roaders. In 1966 the Compagno had the distinction of being the first Japanese car to be imported, very briefly, into the UK.
The small car range was dominated by the little Domino and Charade models, mostly with three-cylinder engine, including a tiny sub-1.0-litre diesel. The ultimate three-cylinder model was the turbocharged Charade GTti, which managed 99bhp from its 993cc engine.
Japan's domestic tax laws brought about a unique generation of tiny K-class city-cars, which had to comply with strict performance and dimensions rules. Daihatsu's Cuore, with a twin-cylinder 547cc engine, first appeared in 1976. This was joined a decade later by the Leeza, with the turbo version producing 50bhp.
Daihatsu's first 4WD off-roader was the utility Taft, available with engines from 1.0 petrol to 2.5-litre diesel. The Fourtrak, launched in 1985, is more a working than lifestyle off-roader. The Sportrak, which was introduced in 1990, is aimed at the leisure market, although it has been left behind by newer vehicles such as Honda's CR-V or the Toyota RAV4.
A slight relaxation in the K-class rules has allowed these cars to be a little larger. The little five-door Move, designed in conjunction with IDEA in Italy, uses a 12-valve three-cylinder 847cc engine, with a three-speed automatic an option over the five-speed manual 'box. UK promotion of the Move reflecting its bizarre appearance (ads used the word 'weird') - despite its short length, it has a roof line tall enough to allow the driver to wear a top hat. More conventional is the Grand Move, basically a small MPV with a 1.5-litre engine.
Overall Daihatsu's UK range tends to be characterised by dynamically unremarkable but unusually packaged smaller vehicles. One possible exception could be the stylish Copen roadster.
Historia da Daihatsu
1907 - Hatsudoki Seizo Co., Ltd. Estabelecido para a construção e vendas dos motores de combustão interna.
1930 – Produção de veículos de 3 rodas
1951 – O nome da companhia mudou para Daihatsu Motor Co., Lda
1957 – Veiculo pequeno de três rodas introduzido no mercado
1967 – Assinou um contrato com a Toyota Motores Co.
1977 – Veiculo ligeiro Charade (993cc) introduzido no mercado
1981 – Cuore comercializado
1984 – Rochy comercializado
1985 – A produção automóvel passou os 10.000.000
1989 – Feroza comercializado
1990 – Daihatsu participou num acordo técnico com a Ásia Motores
1992 – Daihatsu participou em arriscar na indonésia
1993 – O Charade Gti conseguiu 1º lugar na classe A7 e o 5º lugar no 41 Rally do Safari
1994 – A produção de motores bateu a marca de 10 milhões
1995 – Zebra novo veículo introduzido no mercado indonésio
1996 – a produção de motores industriais alcançou 1 milhão
1997 – Daihatsu comemorou o seu 90 aniversário
1998 – Lançamento do Sirion
1999 – A planta de Tada teve autenticação ISO 9001
2000 – Produções Daihatsu no Paquistão
2001 – Produção do Terios na América do Sul
2002 - O catalizador inteligente tornou-se económico para a companhia
2003 – Produções na china
2004 – Desenvolvimento de pequenos veículos
2005 – Mini carros começam a ser comercializados
2006 – Continuação da aposta nos Mini carros
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