Category: Fahrzeugtechnik Forum

Hello to the round! I would be interested to know if there is a sound experience value for the Xenonlook Superwhite H7 in terms of the lifespan? And if the alleged further development, Xenon Superwhite Premium, justifies the extra price? Because I find 39CHF for the “normal” Superwhite H7 is quite happy and 49CHF for the Premium already cheeky! (shipment is also added) I don’t want to change/buy the pears just for a nice blue light, every half year! Then I’d rather let pee yellow in!!

Hi! I noticed in my old car that the oil takes up small black particles over time. Where do they come from? I also noticed that the engine oil contains extremely fine silver-glistening particles as soon as it gets older. I had this phenomenon with my old and with my new car. Both “particle types” are very fine and only recognizable when you rub the engine oil between your fingers…

Please move thread in the wrong place. First of all: I started training as an automotive mechanic at VW a month ago. I soon had a practical exam but unfortunately I didn’t really get to practice the basics of electrical engineering in the course. That’s why I hope for help. The whole exam will be carried out at a table full of electronics (blinker, diaphragm, headlights, etc.). If, for example, I want to measure the consumer voltage or voltage drop on the right turn signal, I have to plug out the turn signal on the left? The cables and plugs are respectively original ones of a VW, all cables lead either to the mass or to the relays where the light can be switched on-off. To the test questions: 1. Voltage drop lead dipped light on the left. How do I proceed and how do I measure here? 2. Consumer voltage dipped light on the left.? 3. S Do I measure dipped light on the left? How exactly and where do I measure? 4. Consumer voltage dipped light on the right? 5. Total current flow when the dipped light is switched on? Put out stand lights first? 6. Current flow dipped light on the left? Would be extremely grateful if someone could help me. Thank you for answers and nice evening Joel

Hello, I wanted to ask if there is somewhere online a collection, a course, a summary (whatever) that brings the whole topic “car from A to Z” closer to an absolute newcomer – just as one would learn it in a lesson? Thank you in advance.

Hello, I had a shock absorber test done today. The dampers are supposed to be ok, only the rear is not quite so fit anymore because of the difference of 13%. But if I look at the diagrams I find that the front axle looks rather different, but the rear axle is quite similar. What exactly do these 13% say, so height of the rash, time or a combination of several parameters? They also told me that one would have to see 3 impacts. But in the back I see only 2, if I use the Can someone tell me something about the evaluation? According to the test, the dampers are really ok or how close are they to the “wear limit”? The car (Civic) has about 105tkm on the clock. Mounted were 205/55 16 winter tyres, if that is important. Likewise, there were 4 summer tyres in the trunk. Greetings Joker

Hi! I have a bigger problem with my powertrain. I bought my E36 325i in the spring to convert it as a ring tool. At that time some gears had to slip in “problems”. I did everything completely new on the car anyway, so also a new clutch and a replacement gearbox (which I still had) built in. Unfortunately, the clutch seemed to me far too easy and was somehow spongy (I still have 2 more E36 for comparison, all 325i). new coupling hose pure and aired a thousand times, but no improvement. (By the way, the hose expands when operated, that was what the old like the new one did, what is it supposed to be??? Apparently normal, because the other E36 also do that..) But now I (and two car-meisters) think that the coupling separates in any case. But now also in the second transmission the first gear from idling and the second gear is switched off from the third. But just not always, that’s why you can’t say anything exact again. ICh can switch from the 5th to the 2nd, except with (real) intermediate gas, which would point to the synchronous rings again. I’m pretty perplexed by now… Who can give me another tip? Greeting

There is talk of a “super-GAU” for VW everywhere at the moment… because of the diesel vehicles in the USA. That’s nonsense, of course, because only a penalty without real evidence was demanded, but not imposed. And the 18 billion are also only the maximum amount, usually nothing is imposed. But aside from that… I assume that the tricking is quite normal, right? Here in EU is tricked like stupid, Euro 6 is actually a farce, with almost every vehicle recognizes the This is not a VW problem, is it? Everyone does, that’s nothing new. And why only diesel? That’s exactly what beziners are going to do, they’re not going to be better, are they? And only in the EU? – Especially in the rough capitalism of the US car companies? That’s all bullshit. Either it’s not manipulative and everyone has a clean vest and clean technology… LOL Or everyone cheats. Something else can be This is where the Ami-brain produced a short-circuit again. Let’s see who first recognizes the reality. What’s going on here, am I completely wrong? Why do everyone hack around on the diesel instead of on the cheat industry and stupidly formulated laws without control? For what is there actually evidence? k-hm

Hi, everybody, it’s about my Insignia 2.0CDTI. I recently made an oil change including all filters… and that’s how it went off… a few weeks after the oil change my car swarmed up and told me to check the oil level because it was too low. And now I also knew that the oil stains in the parking lot aren’t from my neighbor but from me… My first suspicion about the oil drain screw because I saw oil pots down there… so I’ve got the The new one from the accessories used the old one again. (I always did this with the Vectra CDTI and kept the same screw tight for years). But a few days/weeks after that I now have oil stains under the car again… As it looks from above, it pops out somewhere in the back right (passenger side) … so where the oil filter is also… Now I remembered in retrospect that I still wondered that the new oil filter so loosely in the back The oil filter was out of the accessory… can it be that this is responsible for leaking? Or is it if it is more due to the rubber ring which seals the oil filter housing? Basically, it has to be on the screw or just the oil filter housing because nothing else was open where oil could come out… and before the oil change everything was dry with me… What do you think about it?

Hello, I changed the wheel bearings at my Skoda Octavia on the rear axle the other day. My brother (non-handler) helped me and I put on him to set the torque wrench to 180Nm to advance the wheel bearing screw (picture Pos. 8). Stupid as I am, I didn’t check the whole thing anymore and in the end I tightened the screws with 180 lbf*ft, which corresponds to 250Nm (the torque shlussel has two scales) and afterwards again nice 180 After we cleaned up at the end, I noticed that. So screws again completely dissolved and properly tightened. The car did not drive a meter in the meantime.I am absolutely aware that screws have a tensile strength and a yield limit, and that the elastic deformation also eventually passes into a plastic one and the screw is then either scrap or not so good. Actually question: Does this put the bearing sometimes are I thinking that they could put that away, or maybe not. Supposedly, the 70Nm make an eighth turn of too much pretension, then that would be ‘only’ two tenths with a thread rise of 1.5mm? Bearings are from SKF. What do you think?

Hi, interesting views of someone who needs to know. But some of them were already clear before. Quotation: Thomas Schuster, testing engineer of the expert organization KÜS, says about the causes of the increasing engine damage: “Increasing cost pressure at manufacturers and more and more electronics obviously lead to a reduction in long-term quality. Downsizing and the striving for ever higher efficiency, i.e. reduction of the cylinder capacity and the number of cylinders, coupled with increased Einsa tz of turbochargers, have a high probability effect on the service life of the engines.”