The Oral B 5000 For Healthier Gums And A Whiter Smile

Technology has impacted all in our lives including toothbrushes. Oral hygiene is all-important to us, not only to keep to teeth clean but also safe our gums and have a pearly white smile. Not to mention, sacrifice our visit and bills from the dentist. Perhaps there is no better-known company name when it comes to dental products, and toothbrushes in singular than Braun Oral B. They have continued to come out with great products and by buyer response they have been succeeding.

Their latest toothbrush the oral B 5000 or also known as the Oral B smart series 5000, which is the most industrialized toothbrush brought to market currently. This toothbrush has not one but five different bush modes, which are deep clean, daily clean, sensitive, massage and whitening. So not only does the toothbrush clean your teeth but whiten them and massage the gums. The deep clean is also called floss operation cleaning and said to be effective in cleaning in the middle of teeth with its featured MicroPulse Bristles that provides the follow of floss-action style brushing. The daily clean or precision clean provides cleaner teeth through use of its tooth cupping brush heads. The teeth whitening is said to give you wither teeth within three weeks.

It works with 40,000 pulsations and 8,800 oscillations. The pro smart timer notifies you every 30 seconds to turn the section of the mouth you are brushing. It also includes a pressure sensor and exchange brush indicator to alert you when its time to turn the brush heads. It has the first wireless display is that is intended to provide you the facts that you need to brush fully and correctly for two minutes, which is the time recommended. This monitor includes a optic pressure sensor to let you know to sacrifice hard brushing and as a consequence help forestall gum recession, which can lead to early tooth loss.

The cost of dental care has been expanding and any bill from the dentist can be painful. That is why products such as the Oral B 5000 that allow you to have cleaner teeth and gums are well worth the investment. Oral B has been in the forefront of dental products and they continue to innovate and bring great products to the market. That is why it is one of the products most recommended by dentist. If you are finding for a total solution for your dental care then you should consider the Oral B 5000.

The Oral B 5000 For Healthier Gums And A Whiter Smile

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Insulation And Designing To sacrifice Heat Loss

Solar orientation

In Northern United States, the Ideal orientation of a home is to have the side with the most window area exposed in a south-south west direction. This ideal assumes that the area is adequately protected from winds out of the west, whether by trees or the lands topography. If the home is not protected from westerly winds, then south facing homes are the ideal. There are three main considerations for passive solar heating, when building a home, they are orientation, solar security and surface finish.

Orientating a home with a south-south-west exposure, you can expect solar gains during the winter of up to 550 Btu per quadrilateral foot of area from your southward facing windows during the peak sunlight hours (about 1:00pm to 3:00pm). However, you still need to protect yourself from this hot sun during the summer months when heat gains of over 1500 Btu per hour are possible.

Designers tend to use one, or both of the following solar security methods. First, by planting deciduous shade trees within about 20' of the south wall of the home, which will fill in with leaves during the summer and block the sun, while shedding the leaves in the winter permitting sunlight to enter into south facing windows. The second method is to utilize a roof overhang or eave. This overhang, as a rule of thumb, should be about 2.5 times less, in width, than the total height of the window, together with the header (beam over the window opening), for which it is overhanging. This will give abundance of shade security during the summer months when the sun arcs higher in the sky, than in the winter, when the arc of the sun is much closer to the horizon.

The surface close will also have an impact on the quality of the building to discharge or withhold heat. Although minimal, you should try to stick with a rough surfaced siding or brick, which is of a darker color. This will allow your surface walls to soak up as much of the suns radiation instead of reflecting it, raising its climatic characteristic enough to help slow the rate of heat replacement through the walls. Interior finishes should be flat and lightly colored, to reflect radiant heat back into the room as much as possible. Avoid flat paints if possible. This is also true for the roof assembly with the use of darker shingles and light colored, flat interior ceilings.

And if you want to take solar gain to an extreme, you could also think shaping the profile of the land on the south side of your home, into a cup shaped reflector, so that the reflected solar rays, bouncing of the winter snows surface, integrate into the southern exposed windows.

Air and Vapor Barriers

We utilize two types of membrane barriers in contemporary construction, the air wall and the Vapor barrier.

The air wall is located on the surface side of all wall assemblies that are constructed of wood. Attics, as of yet, do not need the use of one. This includes the outer side of strapped basement walls and the underside of floor joists in homes built on piers. It has two main functions. Primarily it acts to forestall the tube of free water from the surface side of the insulated cavity into the wall or floor assembly, which would cause structural wood, rot, and saturate the insulation. But at the same time, the wall allows water, in the form of vapor, which would otherwise remain trapped in the wall cavity, to escape to the outside, thereby reducing moisture attention within the wall components. A secondary purpose of the air wall is to forestall the tube of air, through wind or differential pressure, which would disperse the heat trapped in the air pockets of batt insulation much more rapidly. The air wall also helps to add to the thermal resistance of the building, by as much as R-2.

The vapor wall is installed on the interior side of insulation, and is used to slow the tube of water, in the form of vapor, entering into insulated spaces. This vapor, in turn condenses in the insulation or on structural members, saturating the insulation and rotting wood components. The vapor wall is applied to the interior side of the building and is almost always installed as a polyethylene sheet (clear plastic sheets), which come in rolls 9' wide and stapled in place. The joints between sheets are treated with acoustical sealant or 2 stud overlaps to ensure a continuous seal. The tighter the vapor wall is sealed the better, so it's a good idea to pay special attention to all joints, and any penetrations or holes.

One thing you may want to think is the application of non-porous paints (oil based) to the interior finishes, as these accomplish much in the same way as vapor barriers, and add to their effectiveness. Caulking and sealing the finishes at the joints, such as floors and ceilings, prior to application of the interior trimwork, also adds to the uncut effectiveness of the painted barrier. On a final note, I would not recommend the use of surface sheathing materials such as plywood's or aspenite. These materials effectively act as a vapor wall on the outer wall surface, and traps moisture passing through the interior vapor barrier, within the wall cavity, where it condenses and rots structural components.

There are three main materials used as air barriers, they contain saturated building papers, extruded foamboard, and a new goods made of spun glass paper.

Saturated building papers are basically paper, which is impregnated or saturated with tar, or a similar substance, development it water-resistant. It generally comes in three or four foot wide rolls, which is stapled with a horizontal 6"-12" overlap. Of the three types, this is the cheapest and probably the oldest means of applying surface air barriers.

Extruded foamboard is an ideal material as it can be applied as both insulation as well as acting as an air barrier. Care must be taken in this approach, for all the joints need to be sealed with vapor tape, which is quite expensive, although easy to apply.

Spun glass fiber sheets are a relatively new building material (often referred to as "sheathing paper"). It is primarily manufactured from glass that is spun, combined with other materials, then pressed to form a paper like continuous sheet. This type of wall generally comes in a roll 9' wide and is quite verily applied.

Insulation

Insulation works by trapping air in pockets, which slows the rate of heat replacement through the allowance of conducted and convected losses. The use of reflective materials such as foils or smooth, light colored surfaces also slow radiant heat losses. It is leading to remember that we can only slow the rate of loss, not eliminate it all together. Manufactures generally measures the quality of materials to slow heat loss by referring to the "R-value" or resistance value of materials. There are practical limits to insulating, and a good make takes into list the payback time that balances the cost of building with total power savings. A good guideline to supervene is to collate the uncut cost of adding the insulation, which would contain the higher cost of wider structural components (for example 2x8 wall building instead of 2x6) against the length of time you expect to be living in the home. As well you should think the projected rise in cost of the fuel used by your heating sources.

There are three main types of insulation available on the market today. They are spun glass fibers, rock wool, polystyrene and ureaformaldehyde.

Spun glass fibers are most generally produced in whether batt or crushed fiber type for installing in homes. Batt insulation is glass that is spun into threads and woven into a thick mat of fibers of varying thickness with an approximate R-value of 3.2 per inch of thickness. Crushed fiber insulation is basically the same as batt insulation, but it is crushed at the plant and separated for insulating in horizontal locations such as ceiling or floor assemblies. It can be located whether by blowing the crushed fibers through piping using mechanical equipment, or pouring it out of bags, then spreading with a pitchfork or similar tool. Blown glass fiber insulation provides an median R-value of about 2.6, while pouring and spreading is a slightly higher thermal resistance of R-3.1.

Rock wool is similar to glass fibrous insulation, except it is manufactured from rock, instead of glass. It comes in both batt-type and crushed fibers, with batt insulation contribution higher R-values than glass of 3.6, blown values of R-2.9 and poured placement totaling R-3.2.

Expanded polystyrene is one of the best insulation's available, but also one of the more expensive. It comes in three main types; Extruded polystyrene, wide polystyrene and polyurethane or ureaformaldehyde foam. These types of insulation are ideal for areas where they will be exposed to wet conditions such as basement foundations, for they declare insulative values even when immersed in water. As well, wide polystyrene can be used effectively for an surface air barrier, required by codes in Canada, so long as the joints are sealed with thorough vapor tape.

Extruded polystyrene (often referred to as "foamboard" or by the tradename "Styrofoam") is generally blue or pink in color. It is manufactured by pushing freshly wide foam through a mold, in supervene extruding it through a template, or by injecting the polystyrene into personel molds. generally the edges are designed to interlock to ensure a continuous thermal break, and help to seal the joints between the panels. They are manufactured mostly in 2'x8' sheets and offer very high Resistance values of about R-4.7 per inch of thickness.

Expanded polystyrene (sometimes referred to as "beadboard" or "cut cell polystyrene), is economy than extruded foamboard and is generally white in color. It is manufactured from billets or chunks of wide foam, which is then cut into slabs of varying thickness, most often without the interlocking joints like the extruded polystyrene. This type of wide foamboard is most often manufactured in 4'x8' sheets of varying thickness'. Unfortunately, beadboard lacks the high resistance values of extruded polystyrene, with an median R-value of only 3.6.

The most expensive of the foam insulation's is the ureaformaldehyde or polyurethane foams which are located by injecting or spraying chemically addition foam into cavities or over surfaces. This type of foam has seen a lot of controversy over both its off gassing of chemicals into the buildings, ands its lack of consistency in placement. It does, any way offer the highest R-value available for foamed insulation, which is only slightly higher than extruded polystyrene with a resistance of R-4.8.

Insulation And Designing To sacrifice Heat Loss

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Pressure Vessels

Pressure Vessels are concluded lid containers which have been designed to hold liquids or gases at pressures substantially distinct from the ambient pressure. (The pressure outside of the container)

During the history of their development many fatal accidents have occurred due to the hazardous differential pressure, and consequently their design, performance and make have to be regulated by rules and regulations which are backed up by law.

The definition of a pressure vessel changes from country to country, however it still involves parameters such as the maximum safe operating temperature and maximum pressure.

They are used and seen in many distinct industries and some of their uses and applications are:

o Diving cylinders
o Nuclear reactor vessel
o Road vehicle airbrake reservoir
o Hydraulic reservoir
o storehouse tanks for butane, ammonia, propane and chlorine gases and liquids

They can take roughly any shape depending upon its application, however the most commonly used shapes are cones, cylinders and spheres. A very favorite make for them is a cylindrical shape with a hemispherical end cap.

In law a sphere is the best shape for a pressure vessel; however a rotund shape is quite difficult and high-priced to make so cylindrical shapes are more commonly employed. Small vessels can be man-made from a pipe and two end covers.

Most are made of steel, but they can be man-made from any material which has good tensile properties, and is chemically carport for the desired application. Other materials such as carbon fibre which are held in place with a polymer can also be used due to its high tensile strength, it is much lighter than steel but more difficult to manufacture. Some composite materials may be wrapped colse to a metal liner forming a composite overwrapped vessel.

They can be lined with other types of varied metals, pottery or polymers to help preclude leaking, and also to help safe the vessels buildings from the contained fluid or gases.

Pressure vessels are designed to work safely at exact temperatures and pressures. Any vessel that is not designed by the desired code or codes represents a critical safety hazard.

Pressure Vessels

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All About Anderson Greenwood Valves

Anderson Greenwood has more than 40 years of innovative engineering experience, and is the estimate one choice for Instrument Valves, Manifolds and Instrument Protections systems. The firm began as an airplane constructor in 1947 - when the Korean War stopped airplane productions, Anderson Greenwood turned its essential engineering capabilities and talents to subcontracting work for discrete airframe companies. This at last led them to set aside a manufacture group to manufacture new valve ideas, which at last lead to innovation in many aspects of the Valve industry. By 1954 their explore had resulted in the improvement of the first soft-seated safety-relief valves and hand valves. They revolutionized the premise of differential pressure instruments by obtaining the license from the inventor who designed the concept of manifolding three or more valves together in one body, to use in connective flow meters.

Valves are devices designed to regulate the flow of fluids (including gases) by opening, closing, or partially obstructing passageways in pipes. Valves have widespread application over numerous industries - for this guess they vary widely in size, form and materials used depending on what they are going to be used for. The materials used for any single Valve will be carefully by the type of fluid used, temperatures involved, pressure, and the single needs of a system. Valves may be simple, or they can be complex - in which case exquisite manufacture is essential to how well they work. Anderson Cooper has the manufacture contact to ensure that their Valves are premise friendly, reliable, wear well, and assure the customer that their products will meet and exceed their expectations and needs.

There are numerous types of Valves, depending on the application. Coarse Valves contain Ball Valves - which work best for quick shut-off, Butterfly Valves which are used to regulate the flow of fluid in large pipes, Check Valves which permit fluid to flow in only one direction, and Needle Valves which are used to accurately control and sell out flow. There are many more types of Valves - Anderson Greenwood can contribute the ideal valve for every application - consultants can propose customers on the needs of their single system. Anderson Greenwood is also a leader in the choice of Instrument Valves - in increasing the Anderson Greenwood Enclosure Systems range provides resilient, weatherproof instrument protection. The range is complemented by a full suite of accessories.

Anderson Greenwood Hand Valve Products warrant bubble proof shut-off time after time, and are extremely suitable for isolation duties. Anderson Greenwood Hand Valves have metal or soft seat for gas, steam or liquids, are rated up to 10,000psig (690 barg), and come in a range of suitable and exotic materials to meet every kind of service. These contain Carbon Steel, Stainless Steel, Monel, Duplex and others. Some orifice sizes are available to meet every need.

Anderson Greenwood commerce gauge valves, together with multi-port and block and bleed styles for gauge isolation, calibration and venting with a choice of globe pattern, or through-bore designs. The widespread range available, along with a wide choice of end connections and accessories allows unblemished flexibility for personel installations. Root Valves are available I two suitable designs: a multi-port with three instruments or vent connections; and a unique dual-port for original isolation on gauge or orifice tap applications. Root Valves all have a four bold face screw and yoke bonnet manufacture for drive and reliability. They comply with the Ansi B31.1 codes. They are available in Carbon Steel and Stainless steel, as well as other exotic material, and the range includes metal, soft and satellite seats.

Anderson Greenwood not only contribute the customer with a widespread range to meet all their Valve requirements, they are also available to manufacture exclusive products for unique and extra applications, so the customer is assured of an easy solution to even their most complex Valve needs.

All About Anderson Greenwood Valves

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Sleeves for Pinch Valves: The Centre of a Pinch Valve

The nature and found of an elastomer or a sleeve for pinch valves, is primary to its wearing duration and anti-abrasion qualities for a specified application. As a succeed of the large and discrete applications in which the sleeves can operate, they are artificial in a range of elastomer compounds and forms to meet the needs of specific operations. Therefore, a user is able to accumulate the most effective, efficient, trustworthy and cost productive carrying out from a sleeve.

The found of a sleeve for pinch/sleeve valves is directly connected to their specialized application and operating temperatures. Settled within the valve casing, this primary component is produced by a range of manufacturing procedures. The sleeves are versatile in their ability to achieve in their discrete and specialized applications and their building involve hand-operated winding procedures, approved injection processes or hand-operated containers in moulds.

The ability of the sleeve is an influence on longer periods in the middle of maintenance and servicing. The higher the ability and suitability for a single task, the lower the downtime will be for the sleeve valve. For a user, lengthy terms of valve aid are a great benefit in retention principles maintenance costs low. On-site and economic maintenance is a great asset to any carrying out and the ability to convert the sleeve for pinch valves on-site keeps output downtime at a minimum. found of the sleeves is in accordance with the found of the valve casing in discrete forms.

The formation and structure of each sleeve will conclude the cycle frequency involved. However, the found of the sleeve will depend on the application for which it is required. This factor will also be applicable to the end and occasion characteristics. These are all part of the manufacturing procedures employed in sleeves for the valves.

Various factors can influence the carrying out and wear of a sleeve for pinch valves. An air-operated valve may have the differential pressures affected by a changed 'shore hardness' level in an elastomer. This type of valve may have an extended wearing by using an optimally designed sleeve control. The settings of the optimal differential, control pressure for actuation of the sleeve, are a determining part in the life span of this component.

The control of some fluids is not potential by use of approved valves. This comes as a succeed of heavy contaminants, a high solid content, or heavy viscosities. For discrete specialized applications, many industries use pinch valves when it is primary to control fluids, wastewater, slurries, abrasives and corrosive chemicals. The sleeve for pinch valves provides a valve with the flexibility of elastomer. The versatility of the elastomer enables it to be adapted to a range of processed materials and liquids. The function of the valve allows it to become pinched closed, stopping the flow of material whether by a mechanism or by the pressure of fluid.

A sleeve for pinch valve is crucial to the successful carrying out of the valve. The main building of a pinch valve consists of a casing and inner sleeve, giving the valve a capacity of providing a bi-directional, drop tight shut off, which enables the control of a material or liquid flow. Elastomer compounds form most of the flexible sleeves for a pinch valve, many of which look like rubber in compound and texture. The compound of a sleeve is a primary factor in determining the success of a pinch valve in any application.

Sleeves for Pinch Valves: The Centre of a Pinch Valve

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The Oral B Triumph 9900 Vs The Sonicare Flexcare - Which Toothbrush is better For You?

Alright, here it is, the top of the Oral B electric toothbrush firm versus the top of the Philips Sonicare toothbrush company. One of the top toothbrushes on the store today is the Oral B Triumph 9900 toothbrush with smart guide. But, one of the all time most beloved brushes is the Sonicare Flexcare toothbrush. This got me to thinking, which of these brushes is more useful to your oral health?

The Oral B Triumph 9900 toothbrush with smart guide comes with all the necessary features to truly gain a dentist potential cleaning. With a combined 48,000 pulsations per minute, plaque is virtually eliminated and teeth come to be exceptionally clean. Add in a wireless Lcd screen that provides users with a pressure sensor, a digitally displayed timer, and a reminder to replace your brush head when it wears down to a sub-standard level.

As for the Sonicare Flexcare toothbrush, its purchasing factor comes from the add-on highlight it has. A built in Uv Sanitizer helps destroy over 99% of the bacteria living on the brush which can cause many health connected problems. Sonicare also incorporates its sonic care technology to deliver 31,000 pulsations per wee to its toothbrush. The electric toothbrush even has a highlight in which it will moderately growth its power over the first 14 uses in order to adapt those with sensitive gums and teeth.

As for which is more useful for your oral health, its got to be the Oral B Triumph 9900 toothbrush with smart guide. The Uv Sanitizer incorporated with the Sonicare Flexcare toothbrush is a great and extremely sufficient feature. Honestly, I advise that everybody has a Uv sanitizer in their bathroom as it destroys any of the bacteria on your toothbrush. However, the Sonicare Flexcare has a bunch of other useless features that certainly detract from its capabilities. Whereas the Oral B Triumph 9900 allows users to advantage from each supplementary highlight to certainly help gain a clean mouth and healthier gums. Although I didn't use any dye after using each to conclude which got my teeth cleaner, I could by all means; of course feel and see how much cleaner and whiter they were with the Triumph 9900.

Both toothbrushes do an exceptional job at enhancing oral health, however, it is clear that the Oral B Triumph 9900 toothbrush with Smart Guide provides a more useful addition to your oral health disposition over the Sonicare Flexcare toothbrush.

The Oral B Triumph 9900 Vs The Sonicare Flexcare - Which Toothbrush is better For You?

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Oral B 5000 Ratings! The Best Oral B Toothbrush Out Today!

Imagine the Oral B Triumph 9900 at a lower price with an added feature and you've got the Oral B ProfessionalCare 5000.

The introduction of the Oral B ProfessionalCare 5000 abruptly brought it to the top of the line for Oral B toothbrushes. With the new expanding of the Deep Cleaning mode, the Oral B ProfessionalCare 5000 now has 5 brush modes, as opposed to the 4 you get with the 9900. Besides that, you get all the features that made the 9900 so great and my top rated toothbrush.

Oral B ProfessionalCare 5000 features
• 5 Brush Modes: Deep Clean, Daily Clean, Sensitive, Massage, Whitening
• 40,000 pulsations and 8,800 oscillations

Smart Timer Features:
• Clock
• Professional Timer: Displays each quadrant of the mouth with 30 second interval notification
• Pressure Sensor
• Replacement Brush Indicator tells when to change your brush

As for the execution of the Oral B ProfessionalCare 5000, amazing. Oral B precisely has established themselves as the leader in the electric toothbrush industry. They now have, agreeing to electric Toothbrush Ratings, the top two electric toothbrushes in the industry, the Oral B Triumph 9900 and the Oral B ProfessionalCare 5000.

How does it compare to the Oral B Professionalcare 7000?

It outclasses it, hands down! The added smart timer on the 5000 makes all of the difference!

So, if you're finding for the best toothbrush on the shop today, have a look at this toothbrush. Oral B is the most recommended toothbrush in the commerce and they don't seem to be finding back!

Oral B 5000 Ratings! The Best Oral B Toothbrush Out Today!

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Evap principles Pressure Sensor Input Low point

The report examines the meaning of the malfunction indicator lights (Mil) in your car indicating evap system pressure sensor input low for the vehicle's vaporing emission operate system. It should be pointed out that this kind of car emission system is designed to preclude the leaking of gasoline fumes into the atmosphere. In the attempt to sacrifice air pollution, the Us government had required all motor vehicles to have fully sealed fuel systems. To help in this effort, the fuel evap operate system ensures that the gasoline vapors are kept inside the carburetor bowl and the fuel tank by causing the fumes to be trapped in packaging with activated carbon. Meanwhile, an indication that the differential pressure sensor is not working as it should be is the Mil warning of evap system pressure sensor input low.

Ensuring that the gas fumes do not get out of the fuel tank is a worthy attempt for fighting air pollution because approximately 20 percent of a car's hydrocarbon emissions emanated from evaporation. Moreover, storing the gasoline vapors in the activated carbon saves on fuel consumption. This system for regulating car emissions utilizes machine speed, the air intake volume, oxygen sensor information, machine speed, and the temperature of the coolant to make sure that the evap system is working well.

In this emissions operate system, the vapor pressure transducer, which could be one of the Keller pressure sensors, produces a voltage that is monitored by the on-board computer. When this voltage drops to a value that is below a pre-established threshold, the Mil light is activated by the computer because this means that a gigantic division of the gasoline fumes have escaped. It is also potential that the pressure sensor or switch have broken down. Thus, it is only permissible that the car's computer should initiate the Mil to warn the driver.

For the driver, it is time to check on the car emissions operate system if the Mil lights are on and an evap system pressure sensor input low warning has been issued by the system. You can perform some diagnostics but often it may be advisable to get the services of an specialist mechanic. The leak could be so small it is approximately impossible to uncover it because you need to have a kind of smoke machine to make the leak visible. If you want to check on the evap emissions operate system, you can look for the leak by examining the assorted components, including a canister, gas cap, liquid-vapor separator, and the fuel tank. The on-board computer system performs a quick check on either the path of the air form the vaporing system to the machine is not blocked. The computer will also use a purge flow detector to ensure that there is no fuel leak. If you speculate a gigantic fuel vapor leak, you can correlate the seal of the input line for the filler tank. It is also leading to check the underside the gas cap to find out if there are damages, debris, or scratches.

Evap principles Pressure Sensor Input Low point

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Jeep Patriot - To safe and to Serve

Jeep is probably one of those vehicles that have been involved in a great estimate of reported road accidents which will probably caused most car buyers to interrogate the reliability of Jeep's security features. In fairness, to the Jeep brand practically all of the reported accidents keen Jeep vehicles are not caused by defective parts or mechanical defects not even wiring errors---no, it was nothing of that sort. Most of the accidents keen Jeep are purely caused by inappropriate driving behavior of some people.

The most recent increasing to the Jeep range the Patriot is adequate with a long list of security and security features which are added not because Jeep vehicles are weak on this regard but rather to heighten additional the safeness of Jeeps. The Jeep Patriot will also keep the long tradition of the brand in terms of maintaining ability by utilizing ability Jeep components such as the Jeep fan clutch which is very important in holding the motor cool.

Here is the very long list of security and security features of the new Jeep Patriot:

o Advanced Multi-stage Air Bags: Inflate with a force thorough to the severity of the impact. Meet advanced air bag requirements for smaller and out-of-position occupants (standard)

o All-speed Traction Control: Senses drive-wheel slip and applies individual brakes to a slipping wheel(s), and can reduce excess motor power until traction is regained (standard)

o Anti-lock Brake law with Brake Traction Control: Senses and prevents wheel lockup, gift improved steering operate under ultimate braking and/or slick conditions (standard)

o Auto-reverse Sun Roof: Automatically engages and reverses the power sun roof to the open position (available)

o BeltAlert: Periodically activates a chime and illuminates an icon in the instrument clump to remind the driver to buckle up if not properly belted (standard)

o Brake Assist: Applies maximum braking power, providing the shortest inherent stopping distance when the vehicle senses a panic brake health (standard)

o Brake/Park Interlock: Prevents self-operating transaxle from being shifted out of Park, unless the brake pedal is applied (standard with self-operating transaxle)

o Child-protection Rear Door Locks: Disables the rear doors' inside-release handles via a small lever on the door-shut face (standard)

o Child Seat Anchor law [Lower Anchors and Tethers for Children (Latch)]: Eases premise of compatible aftermarket child seats (standard)

o Constant Force Retractors (Cfr): Distribute the force of the front seat belts according to the load or force exerted on them. Force-limits the belt law and gradually releases seat-belt webbing in a controlled manner (standard)

o Cross Car Impact Beam: Manages power in a side-impact collision (standard)

o Crumple Zones: Compress while an crisis to digest power and preclude replacement of that power to vehicle occupants (standard)

o Dual-phase Steel Rails and Tunnel Reinforcements: manage power in a collision and allows for weight optimization through the use of high-strength steels (standard)

o Electronic Roll Mitigation (Erm): An prolongation of Esp, uses the input from the Esp sensors to anticipate if the vehicle is at risk of entering a inherent roll situation then reacts immediately, applying the brakes individually and modulating throttle position as needed to mitigate the roll situation (standard)

o Electronic Stability Program: Enhances driver operate and helps declare directional stability under all conditions. Provides the most benefit in essential driving situations, together with turns, and is especially essential when driving on mixed face conditions such as snow, ice or gravel. If there is a discernible discrepancy between what the driver intends through the steering and the vehicle's path, Esp applies selective braking and throttle input to put the vehicle back onto the driver's intended path (standard)

o Energy-absorbing Steering Column: Utilizes two hydroformed coaxial tubes that can move relative to each other and allow the column to move transmit for enhanced energy-absorption while a crash. The power-adjust steering column employs a calibrated bending element that deforms while column-stroke for optimal power management (standard)

o Enhanced crisis Response law (Ears): In the event of an accident, automatically turns on the interior lighting and unlocks the doors after air bag deployment, making it easier for crisis personnel to see and reach the vehicle occupants. Ears also shuts off the flow of fuel to the motor (standard)

o Head Restraints: reduce head movement in the event of a collision (standard)

o Height-adjustable Seat Belts: Allows occupants to raise and lower the shoulder belt, which encourages seat-belt usage by gift a more comfortable fit (standard)

o HomeLink Universal Home security law Transceiver: stores three detach radio-frequency codes to operate garage-door openers, security gates, security lighting and other radio-controlled devices (available)

o Interior Head-impact Protection: Includes interior pillars above the beltline, instrument panel, windshield and rear window headers, roof and side rail structures and shoulder-belt turning loops, specifically designed to limit head-impact military (standard)

o Knee Bolsters: Enable the air bags to work effectively by properly positioning the vehicle occupant (standard)

o Remote Keyless Entry with Illuminated Entry: Locks and unlocks doors, and turns on interior lamps. If the vehicle is adequate with a vehicle-theft security alarm, the remote also arms and disarms that law (available)

o Removable/Rechargeable Light-emitting Diode (Led) Flashlight: Mounted in the headliner above the cargo area, snaps out of the bezel to serve as a flashlight (available)

o Structural security Cage: Protects occupants by managing and controlling power in the event of an impact (standard)

o Seat-belt Pretensioners: while a collision, immediately remove slack from the seat belts, thereby reducing the transmit movement of the occupant's head and torso (standard)

o Sentry Key(R) motor Immobilizer: Utilizes an motor key that has an embedded transponder with a preprogrammed security key code to shut the motor off after a few seconds if the correct key is not inserted (standard)

o Side Guard Door Beams in Front and Rear Doors: contribute occupant security while a side impact (standard)

o Side Occupant security System: Includes side-curtain air bags with roll detection law that deploy in inescapable rollover situations and side-impact events. Utilizes information from complicated sensors to rule the severity of the impact (standard)

o Supplemental Seat-mounted Side Air Bags: Housed in the outboard side of each front seat, offer enhanced security of the driver and front outboard passenger in inescapable impacts. Each side air bag has its own impact sensor that autonomously triggers the air bag on the side where the side impact occurs (available - late availability)

o Supplemental Side-curtain Air Bags: enlarge security to all outboard front- and rear-seat passengers. Each side air bag has its own impact sensor that autonomously triggers the air bag where the side impact occurs (standard)

o Three-point lap Shoulder Seat Belts: Three-point lap and shoulder belt retractors couple a pre-tensioning highlight to heighten occupant security in an impact by managing occupant power (standard)

o Tire Pressure Monitoring law (Tpm): Includes pressure-sensor modules integrated within the valve stems of all four road wheels that send continuous radio-frequency signals to a receiver to warn occupants when the pressure is too low (available)

o Uconnect(Tm) Hands-free transportation System: Uses Bluetooth(R) technology to contribute voice-activated wireless transportation between the occupants' compatible cell phones and the Patriot's onboard receiver. The hands-free choice promotes safety, freedom, value and flexibility (available)

Jeep Patriot - To safe and to Serve

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The 3D Battle - Lg Optimus 3D Vs Htc Evo 3D

Things sure have evolved a lot while the last few years. Smartphone manufacturers have been working 24/7 in order to come up with new ideas for their devices, enabling them to claim top spot. In the beginning of this year, Lg was the first manufacturer ever to come up with a 3D glasses-free smartphone (Optimus 3D) and they created a huge media frenzy as a result. It didn't take Htc long to see the capabilities that such as smartphone could bring to the table, and as a result, Htc's Evo 3D was born. Well, we conception that it would be a good idea to put these two pioneer handsets into the arena and see which one will prevail as king of 3D phones.

Starting off with the form and produce of the handsets, it seems certain that they have fullness of similarities, most likely following in Samsung's footsteps with the Galaxy S Ii, aiming for thinner, longer and more angular devices, which is a good thing in our opinion. The dimensions of the handsets are as follows - Lg Optimus 3D measures in at 128.8 x 68 x 11.9 mm and weighs 168g while the Htc Evo 3D has the following numbers: 126 x 65 x 12.1 mm, 170g. As we said, there isn't room for differentiation here. As far as the optic style is concerned, the Optimus 3D has a small problem. Lg chose a chunky metal bar on the back panel to set the dual cameras and also etched a ''3D Stereoscope" into it which in effect doesn't look so good. In the meantime, Htc's arrangement is much more subtle, integrating perfectly with the nice produce of the rest of the handset, while holding a low profile. As a result, this first round goes to the Evo 3D.

Moving on to the display - the new kid in town, the Evo 3D has a 4.3-inch capacitive Lcd touchscreen running at 540 x 960 resolution featuring multi-touch input, accelerometer as well as the Htc Sense user interface. Its competitor, the Optimus 3D also has a 4.3 inch capacitive Lcd touchscreen, but with a smaller 480 x 800 resolution and no multi-touch. Although it uses the Lg 3D Ui, and features the usual accelerometer and sensors, the Optimus 3D loses this second round as well, due to lower resolution screen and the lack of added features such as multi-touch. Winner - Htc Evo 3D again.

Operating theory is the next part of our comparison and things are fairly easy at this part. Since both handsets run Android 2.3 Gingerbread and both are announced as eligible candidates to receive the upcoming Android 4.0 Ice Cream Sandwich upgrade, we have no option but to articulate this round as a draw.

Let's now take a look at the 'engines' of these two 3D smartphones. The processor on the Optimus 3D is a 1Ghz dual-core Arm Cortex-A9 running the Ti Omap4430 chipset and featuring a PowerVr Sgx540 graphics processing unit (Gpu). Meanwhile, Htc decided to go with a 1.2 Ghz Qualcomm Msm8660 dual-core processor on the Snapdragon chipset and with an Adreno 220 Gpu. We personally like the Cortex-A9 in the Optimus but these new Snapdragon processors are in effect top of the notch, helping the Evo 3D win yet another round.

When it comes to storage things don't look so good for the Evo 3D. It only comes with a 1Gb or 4Gb of internal room, while the Optimus packs a much best 8Gb. Both handsets maintain microSd cards of up to 32Gb. As far as the Ram side is concerned, the Evo makes up for the shortness in storage with its 1Gb of Ram as opposed to the 512Mb that the Optimus has. This is the exquisite round in which we would like to unite these handsets and make them into one. The Evo 3D has twice as much Ram as the Optimus 3D but the Lg handset has a much higher onboard storage capacity which is also something we appreciate very these days. It's a first-rate draw, no doubt about it.

Apps - as we said, both devices run Android 2.3 Gingerbread and as a consequence, have passage to thousands of apps straight through the Android Marketplace. Due to their fairly considerable processors, neither handset should encounter difficulties in running most of the apps and games that are currently available. At the moment, there isn't a vast range of 3D exact apps and games from which to choose, but as time goes by, in effect both handsets will be able to fully benefit from their 3D capability. This round ends in another draw.

Camera wise, the handsets are plainly dependent on their clever 3D wizardry. Both the Evo and Optimus models need dual stereoscopic camera arrangements in order to capture the 3D glasses-free photos and videos. beginning off with the Evo 3D - it features a original dual 5Mp setup at 2560 x 1920 resolution, but 3D stereoscopic photos are captured at revolving at about 2Mp. Video capture is in 2D at 1080p and in 3D at 720p. Features such as geo-tagging and Led flash are gift as well as a secondary 1.3Mp camera. The Lg Optimus 3D has the same dual 5Mp cameras which also capture at 2560 x 1920 resolution, 1080p in 2D and 720p in 3D, with the same Led flash, geo-tagging and secondary camera capabilities. As you can in effect tell, since both devices use a similar specialized setup, the corollary can only end in a draw.

The 3D Battle - Lg Optimus 3D Vs Htc Evo 3D

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The Best Barcode Scanners

Barcode scanners are electronic devices that reads unique codes imprinted on a special sticker. It basically is composed of a light source, light sensors and lens. The light sensor translates the visual impulses to the electrical ones. The motor has a decoder circuitry that analyzes the image data in case,granted from the sensor. Data will then be sent to the scanner's production port.

Each industrial item is given a unique code. It could be a combination of letters, numbers and/or other characters. This is then imprinted on special stickers or labels which the barcode scanner could read.

There are many types of barcode scanners ready in the market today. It differs from how it works (method), the type of technology and the housing type. The methods of scanning are fine from the amount of manipulation that the operator has.

There is a pen type, semi-automatic handheld, fix-mount for self-operating scanning and reader gates type for self-operating scanning. The pen type scanners are used by swiping over the code to the pen. Semi-automatic handheld scanners are held very close to the label. In fix-mount scanners, the target must coincide with the scanner's imaging capability. The label will be passed over the scanner. In the reader gates for self-operating scanning, the code is under the gate for scanning purposes.

We could differentiate the three in supplementary detail. The pen type scanners have light source and photodiode. In this type, there is a steady move of the tip of the pen to the bars. This is done in steady motion. The laser type functions the same as the pen type. The only incompatibility is that the first one works with a laser beam.

Ccd readers are often referred as Led scanners. This scanner uses light sensors. Camera Based Readers use 2D imaging. This uses small video camera to be able to capture the bar code image. Omni Directional Scanning use pattern of beams so the scanner can read barcodes.

The housing types of barcodes contain handheld scanner, Pen Scanner, Stationary Scanner, Fixed position scanner, Pda Scanner and self-operating Reader.

The major role or use of barcode scanner is to capture the data in the printed material. The data is then transmitted to the computer ideas to translate this facts and save it to a database. All scanners are compatible with distinct computers.

The wireless barcode scanner was recently introduced. This is the most contemporary innovation so far. It is more expensive since it is a fairly new product, yet very conveyable and handy to many businesses. It makes it easier to use without cords. It can be taken anywhere without limitations.

Stockrooms are commonly very big and the ceilings are very high. The employees could legitimately bring this motor with them without having to drag a long uncoiled wire, or without reasoning of where the nearest power outlet is.

There are also two types of wireless barcode scanners: the cordless and the Bluetooth. The cordless barcode scanners are just like the cordless phones. They function even without a wire. The Bluetooth barcode scanner is a distinct one. This type of scanner works by receiving frequencies on air. It could legitimately replacement data also in computers or any gismo with Bluetooth Usb ports.

Wireless or traditional, these barcode scanners have revolutionized the operation ideas of many businesses. It made dealings, narrative keepings, inventories and sales more reliant and effective. It also greatly reduced cases of pilferage, theft or stealing.

The Best Barcode Scanners

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Supercharger Tuning straight through Cam selection and Cam Timing

Camshaft tuning is an primary part of supercharger tuning. Camshafts orchestrate the valve opening and closing events in the engine and settle either what comes out of our motor is beautiful high power music, or a mess of dysphonics.

The use of the allowable supercharger optimized cam shaft can go a long way towards supercharger tuning and give primary power gains for the money invested.

To understand camshaft timing and camshaft option we have to understand first:

Relativity: Changing when the valves open or close (intake or exhaust) changes the the valve timing with respect to:

• The piston position inside the cylinder. Depending on where the pistons is in the stroke, and where we are in the combustion cycle, then opening the valves will exploit the pressure dissimilarity in the middle of the cylinder and the intake and exhaust manifolds.For example it would make sense that the ideal time to open the intake valve is when there is peak vacuum inside the cylinder so that when the valve opens, the maximum whole of fresh air can be ingested. Similarly, it makes sense not to open the exhaust valve until peak cylinder pressures have been achieved inside the combustion chamber and the combustion is faultless and all the power is extracted.
• The high and low pressure pulses created by the compose and runner lengths of the intake and exhaust manifolds.It would make sense to open the intake valve just as the reflected pressure waves in the intake multiple reach the intake valve as a high pressure part of the wave, thus opening the valve at this high pressure point gives a 'ram air' follow straight through volumetric efficiency resonance tuning increasing air ingestion which increases power.Similarly on the exhaust side, it makes sense to open the exhaust valve, just as the reflected low pressure (vacuum) part of the exhaust wave (reflected back from the collector) reaches the back of the exhaust valve. At this point in time there is both peak pressure inside the cylinder, and vacuum in the exhaust which creates a higher pressure differencial and a faster evacuating exhaust gas.
• With respect to the ignition timing event, for example a shorter period or advanced exhaust cam, opens the exhaust valve sooner with respect to when the blend was originally ignited, this means that although by advancing the exhaust cam we may have matched our header compose and opened the valve with the bottom possible exhaust back pressure for best efficiency, at the same time, we have reduced the whole of time that the blend is combusted and perhaps opened the valve before reaching our peak cylinder pressures and thrown away some horsepower.
• The intake valves with respect to the exhaust valves: and this is commonly described in terms of lobe separation angles (the offset in degrees in the middle of the center of the exhaust cam and in the middle of the center of the intake cam), or in terms of how many degrees of overlap (the whole of degrees that both intake and exhaust valves are open at the same time).

Since the combustion inside the cylinder occurs at a much higher pressure than atmospheric pressure, and since exhaust valves are commonly smaller than intake valves (for this same high pressure reason) then exhaust gas velocity is much higher than intake gas velocity. So, in some engines it is beneficial to open the intake valve earlier than usual during the last part of the exhaust stroke, this is called overlap. during overlap - at the very end of the exhaust stroke - the whole of pressure left in the cylinder is low so it is possible to breathe in new air under atmospheric pressure, at the same time, the high velocity of the exhaust gasses exiting help draw in even more fresh air from the intake side in an follow much like 'syphoning' where the fluid (in our case air) flows as a continuous stream drawing in new intake air after the old exhaust gas leaves.

The other part of phenomenon that relates to timing intake valves with respect to exhaust valves is the period of time where both valves are beyond doubt closed, which is your power stroke. This is the part of the combustion cycle where the blend can be compressed and combusted. If either (or both) intake or exhaust valves are open you will not be able to neither compress nor combust the mixture, and the absolute period of time (in degrees of rotation) that your blend is combusted and allowed to reach peak cylinder pressures is affected by camshaft option and cam timing. One thing to note is that the valve angle has alot to do with exhaust scavenging, obviously you will get maximum scavanging if the exhaust and intake valves had 'line of sight' i.e. If the valves were separated by an angle of 180*. If so, the exhaust air can directly pull in new air. Conversely, you would have the least possible scavenging if you had valves that were at a narrow angle (zero degrees at the extreme) in the middle of each other, so that the air would essentially have to make a U turn to come in straight through the intake and get pulled out the exhaust.

So distinct motors respond differently to overlap depending on the exhaust back pressure and the valve angle.

Duration:

Cam period is the whole of degrees of the entire 360* rotation that the intake or exhaust valve is open. The longer the duration, the more air you can get into the motor, the more overlap you have (which helps more with higher rpm power performance), the shorter your power stroke is (which reduces your combustion period and your peak cylinder pressures reducing low rpm fuel efficiencly and clean idle....etc

Increased period (with it's increased overlap and scavenging) also gives the opening for exhaust gasses to get to the intake, or intake gasses to leak to the exhaust, and so are more sensitive to allowable timing events otherwise we can get some negative effects from being 'overcammed'

Lift:

Lift is how far or how deep the valve opens into the cylinder. The more lift you have, the less the valve is a restriction to incoming air because it is farther away from the direct path of entering or exiting air. Adding lift in general adds power to all rpms, depending on how well the camshaft (and valve train) can accelerate the valve to a higher lift whole in a short duration. It's like a ramp, the shorter the period and higher the lift, the steeper the ramp. So what happens here is that if your valve train isn't light adequate and well controlled (Through allowable valve springs or hydraulic lifting and damping) to operate that rapidly then lift will give you improved carrying out at lower rpms (where there is alot of time to move the valve to peak lift) but reduced carrying out at higher rpms, where there are more rounds per exiguous and so less time per round, and thus less time to go up the steep ramp and push the valve out to full extension.

Lift is good, but commonly citizen don't try to radically increase lift on their aftermarket cams because of a few considerations:

1. Make sure that at this new lift, that there is still adequate clearance in the middle of the valve (at full extension) and the cylinder (at top dead center) to forestall any catastrophic mechanical failure.
2. Upgrade to lighter valve train, with stiffer springs or dual valve springs to have more operate over the valve with this steeper cam profile.
3. It does add power but it doesn't shift the power curve up or down as radically as changing cam period does, and so in most aftermarket applications we beyond doubt want a cam to give us peak power at a positive rpm range and so we care much more about the best period (and some added lift).

I know this is a somewhat complicated topic, but I need to make sure we're speaking the same language before we go into how this relates to superchargers. Before you settle which camshaft to use (or how to adjust the timing on your stock cams) you have to look at one very leading thing:

Your exhaust theory and exhaust back pressure:

If you have a stock log type exhaust manifold, with a close coupled cat, with a dual cat exhaust system, small exhaust tubing, and a consolidate of restrictive mufflers on your car then it is possible at peak power to have up to 10psi of back pressure.

If this is the case, my first suggestion would be to upgrade to a high flow, low pressure exhaust theory because of the possible power gains; however, I do know that some of our readers have cars that they are setting up for their parents or for dual use where their partner or the laws in their location ...etc are beyond doubt accurate when it comes to any added exhaust noise or any aftermarket exhaust. In this case, where exhaust upgrades are not an option, then you must go for your camshafts, and tune your cam timing to where you have beyond doubt the minimum possible whole of overlap. If you have primary overlap, then the more you rise above about 4500 rpms the more your supercharger will suffer and the more power you will waste. If the supercharger is geared to 7psi of boost for example, then during overlap, the cylinder sees 7psi of boost on the intake side, and 10psi of back pressure on the exhaust side, the net follow is that air will flow from the high pressure zone (the exhaust) to the lower pressure zone (the intake) and so your cylinder will start to fill with exhaust gases. As the rotation continues, the exhaust valve will close and overlap will end, and the intake valve will stay open for the remainder of the intake stroke (for the rest of the period of your intake cam), and the rest of the cylinder will fill with fresh air.

What happens here is that we get a cylinder that filled for 30* of overlap with exhaust air, and then filled for an additional one 210* (of the former 240* of period for a typical street cam) with fresh air. The follow is a cylinder that is only 85% filled with fresh air or an engine that is beyond doubt 15% smaller in displacement! On the other hand, if our supercharger is geared for 18psi for example, then during overlap we will have 18psi on the intake side and our exhaust back pressure of 10psi on the exhaust side, the net follow of this overlap is that our supercharger is effectively only producing 8psi worth of differential pressure in the middle of the intake and the cylinder and so we are only going to get a power boost of 8psi during overlap. So, during those 30* of overlap the supercharger is only effectively producing 8psi of boost, and after that once the exhaust valve closes, the supercharger will be able to go back to operating at full boost for the other 210*. The net follow is something like 16psi of boost so 2psi (or about 12%) of our power was wasted.

Supercharger tuning straight through cam option and cam timing

Intake cam:

Because of the negative effects of overlap on a supercharger car's performance, and especially in the case of high exhaust back pressure as is the case with most premise supercharged cars, we find that the optimal cam period for the intake cam is typically 30-40* of period less than a commonly aspirated camshaft for the same peak power Rpm. The decision to reduce the intake cam period rather than split the period reduction in the middle of the intake and exhaust cams, is that the intake cam will flow air under pressurized conditions (due to the increasing of the supercharger and the increase in intake multiple pressure) and so at a reduced intake cam period the engine will still be able to get it's full share of intake air. At the same time, the high rpm efficiency revision from the reduction of overlap will also boost power production with a more conservative cam. Finally, if we would like to get more flow from the intake cam, there is still the option of using a higher lift camshaft (with a steeper profile due to the decreased duration) with supporting valve train modifications to make sure valve float doesn't occur at higher rpms.

Intake cam timing:

The cam timing for the intake cam would ideally be retarded which would move the intake cam opening event farther away from the exhaust valve closing event so as to reduce or eliminate overlap, and as a side follow the power stroke period will increase by retarding the intake cam which can also compensate for the lost power from the period reduction.

Exhaust cam:

The exhaust cam period and lift for a supercharged version of the motor should be similar to a nitrous camshaft, in the sense that the exhaust cams on nitrous specific builds have:

1- Very healthy cam period & very healthy cam lift to allow a severely elevated whole of exhaust gases to be able to efficiently exit the motor when the nitrous is activated and the horsepower (and thus the exhaust gasses) have both doubled in quantity.

2- As exiguous or no overlap if possible, as any overlap would mean that nitrous would be sprayed from the intake side and out the exhaust, which is wasteful of our exiguous supply of nitrous. Similarly the more overlap we have, the harder the supercharger will have to work because of what we explained earlier about either exhaust reversion into the intake, or the supercharger pressurizing the exhaust.

Exhaust cam timing:

Advancing the exhaust cam both opens and closes the exhaust valves sooner. opening the exhaust valve sooner slightly reduces the power stroke, but at the same time it reduces overlap and makes best use of our supercharger. Typically an an advanced exhaust cam combined with retarded intake cam will supply the best results on a supercharged car, especially with a restrictive exhaust.

If we had a high flow exhaust theory installed, then it may not be beneficial to strengthen the exhaust cam, a high flow exaust theory that is optimized for our engine's power requirements can clear the combustion chamber of all it's gasses very effeciently. Having a high period exhaust cam, a low back pressure exhaust theory and a no overlap what so ever camshaft means that we are giving the exhaust gas plentifulness of time to exit they cylinder, the intake valve still hasn't opened (because the we have settle to slow down it, or use a conservative cam with less duration) and so the supercharger is not pushing any new fresh air in yet, now the cylinder is void and so some of the exhaust gas can revert back into the cylinder, then the exhaust valve will close, and then the intake valve will open only to find the cylinder already partially filled with exhaust gases.

This isn't a problem with a restrictive exhaust because a restrictive exhaust will take some time to clear the cylinder at a lower velocity, any way with a higher flow exhaust theory we must be meticulous not to dial out All of the overlap in the cam timing, or to over-cam the exhaust cam (using too much duration).

So exhaust cam timing can be advanced or retarded, depending on the exhaust modifications and the intake cam option and thus must be dyno-tuned.

It's leading to note that with all of these changes in cam option , overlap, power stroke duration, and cam timing, that the power stroke period is effected and if it is effectively shortened then we may need to retune the car's timing strengthen on the dyno (for increased advance) to acquire losses in period of the power stroke (again this against favorite thinking of never to strengthen timing on forced induction cars, if we have a shortened power stroke, or an application with primary overlap then it may be primary to do so).

So we see here that the end follow here a lop-sided camshaft with a conservative duration, high lift cam on the intake side, and a general duration, high lift cam on the exhaust with minimal lobe separation angle and minimal (but not necessarily no) overlap.

The irregularity to the rule:

Sometimes citizen take a car that starts off with a 9000 rpm redline, has an 11.5:1 compression ratio, and a 280* period camshaft, and an aggressive simply aspirated-esque timing curve and settle to supercharge it for more power. One suck example is kleemann's kompressor for the Slk55 Amg (which already makes 400 hp in commonly aspirated form from an 11:1 compression ratio motor). In this type of application, if you use a more conservative cam, and dial out all the overlap, and increase the power stroke, in blend with an already high 11:1 compression ratio and a healthy whole of boost pressure (7psi or above) you will end up with a motor that produces very high peak cylinder pressures and those intense pressures and heat may beyond doubt start off a chain reaction of pre-ignition and detonation and you will find that no matter how much you slow down the timing that the setup will end up both powerless and still not that safe.

In this case, I would think Rpm and compression my former power adder, and my supercharger as my secondary power adder (that is unless I decided to convert that and went ahead and lowered the compression ratio of the motor). In this case it is ok to reduce some supercharger high rpm efficiency for preventing high-load & low-rpm detonation. Furthermore, to overcome the overlap possible in this kind of high rpm commonly aspirated power-plant it would be very advisable to use a centrifugal supercharger that is capable of producing more boost and flow with increased rpm rather than a roots type charger that will beyond doubt run out of boost and flow capacity (Cfm) when facing an aggressive camshaft 'leaking' boost away.

Here is a great example of how cam tuning can sway supercharged power:

The car is a 1.8 liter Honda motor equipped with:

• Supercharger optimized big primaries and short runners Kamakazi header
• A greddy 2.5? Sp2 catback exhaust system.
• An Lht ported "S" supercharger inlet tube
• An Lht ported intake multiple ( Non intercooled)
• A Carbon fibre intake
• A Jackson racing eaton M62 supercharger geared for 7.5-8 psi.

The black line is the baseline run with all of these modifications before tuning with peak power advent in at: 223 wheel hp @ 7600 rpms.

The blue line is the power achieved after a full tine (camshaft timing redone for reduced overlap, ignition timing re-optimized, and air fuel ratio optimized for peak power), with peak power advent in at 248 hp @ 8400 rpms.

You can see on by the dyno results that by reducing overlap and properly tuning the car the power peak not only increased by 25 horsepower, but more importantly shifted up by 1000 Rpm's due to increased supercharger high rpm efficiency from reduced overlap.

Supercharger Tuning straight through Cam selection and Cam Timing

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