Mb Star C3 Pro with seven cable Fit all pc Technical Service‌

2011/11/15 + aadd

Check the attachment about "2010.5 star software-First time to use your STAR,mb star c3 operation instruction,mb star c3 VS mb star c4 VS super mb star,MB Star Install".

 



Mercedes Benz star c3: Error during initializing, no link could be established

 

When setup Mercedes Benz star c3, you maybe come across such fault "Error during initializing, no link could be established between the diagnosis gateway and the control unit" as the following shows.



 

I give you a solution that is to check whether you set right COM Port. If you buy star C3 from uobd2.com, please set the COM Port as follows.

 

First step: right click "my computer", and then click "Properties".

 

 

Step 2: Under the "System Properties", first click "Hardware"and then click "Device Manager".

 

Step 3: under Device Manager, click Communication Port (COM2), open the Communication Port (COM2) Properties, then click "Port settings", please be sure "bits per second :115200, then click "Advanced", under the "Advanced settings for COM2", please be sure the COM Port Number is "COM2"



 

Step 4: your Mb star C3 is ready to work.



 

MB STAR C3 Error what you will encounter when you use it:

 

Have such error usually have following reason:

1. Your computer do not have serial port. You use USB to RS232 convert. This will cause no communication. If you do not have computer have serial port, you can buy IBM T30 from us(but please notice IBM T30 is a second hand laptop)

2. Your computer have serial port but your com port setting have problem.You can check above resolution methods.

3. If the 1 and 2 all not the reason, the multiplexer may have problem. If you have other multiplexer beside you, you can try other interface and find out where is the problem. If the machine you buy from us have such problem, please email to esldomino@gmail.com to contact us.

 



Mb star c3 compatible cars:

1989~up to now Car, Bus, Truck, Sprint, and Smart.

Check “Mb star c3 model series selection for cars” in the “Related Download Files".

 

Mb star c3 version:

One version fit IBM T30 Laptop

Another version fit all kinds of computers

 

Mb star c3 hard disk and moveable hard disk:

At first, MB star c3 is only compatible with IBM T30, and the compatible hard disk was accordingly born. Later, another version MB star c3 that fit all kinds of computers come into being, moveable hard disk also comes out, but the computer must have serial port. Check the pictures showing “pc serial port “in the in the “Related Download Files".

 

Question: hard disk working with T30 and moveable hard disk? Which one version is better?

Reply: the speed of hard disk working with T30 faster than that of moveable hard disk

 

Mb star c3 update:

Update by hard disk

 

Mb star c3 language:

MB Star C3 and MB star C4 language available: English /Chinese /Italian /Swedish /Turkish /German /Russian /Spanish/ Korean/ Polish/French/ Japanese /Danish /Greek/ Portuguese/ Romanian /Russian

 

Mb star c3 setup instruction:

Check “mb star c3 operation instruction” in the “Related Download Files"

 

Mb star c3 model series selection for cars:

Check “Mb star c3 model series selection for cars” in the “Related Download Files"

 

Q: Does MB Star c3 cover truck?

A: It depends, the general MB Star c3 fail to cover, users have to use the professional MB Star c3 for only with truck.

 

Notes:

 

1. Be sure to disable/uninstall anti-virus software

Please note,anti-virus software can flag up Mb star c3 software as having a virus. This is a false positive and is due to the software containing the application file. So Before setup the device software, please disable/uninstall anti-virus software or install a more reliable free virus scanner! Our Mb star c3 software is completely safe and virus free and all other virus scanners confirm this.

 

If the software data is destroyed or lost because you forget to disable/uninstall anti-virus software, please contact our customer service, we arrange to resend you CD or send you the software via internet.

 

2. Required windows operation system is windows XP

Be sure to setup and run the device software under windows XP. Otherwise the device software and program can be broken or it will fail to work.

 

Mb star c3 customer question:

 

Question: What are the software do I need to operate in together with the MB Star Diagnosis C3?Thanks

 

Answer: u need DAS Xentry, WIS, EPC

 

Question: Can you tell me with a PCMCIA adapter RS232 I can use on any laptop ?

 

Answer: Yes, you can use it. But not Expres adapter to COM. In oder words, the appropriate PCMCIA to COM card is a wide 55 mm, not 30 mm.

 

Question: So pcmcia express does not work?

 

Answer: PCI express works perfect to me

 

Question: Does work Xentry with this card?

 

Answer:I usually work with Das.

 

But why be different ?

Usually PCMCIA REAL RS232 works fineExpress cards with prolific chipset (USBtoHub) and coresponding drivers will NOT work.If you want to use Express card one of the best chipsets and coresponding drivers is Oxford.

 

MB STAR C3|Digi III|car diagnostic tools|

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How to fix a misfiring car?‌

2011/10/28 + aadd

Way to fix a misfiring car

Answer: Improve

There are a few things to do to when trying to diagnose a misfire. All vehicles are different, but there are a few places to start.
1)If possible use an OBDII scanner on newer vehicles. The misfire counter function can help you determine which cylinder is behaving badly. Clearly this is not an option for all people and vehicles though.

Note)Even without engine scanners you can identify which cylinder is causing a dead misfire. Carefully disconnect one spark plug at a time. If the cylinder you are disconnecting is operating properly you will hear a change in RPM. If the cylinder you disabled is the bad cylinder you will see no change in engine behavior.

2)Check your ignition system. There are several steps to this.

A)Remove spark plugs and check to see if the electrodes look worn down or contaminated. Check your spark plug gap with a plug gapper to see if the electrode has worn down.

B)Use a multimeter to check your spark plug wire resistance. They should read roughly between 2,000 - 12,000 Ohms. What you are really looking for is an open circuit in one of the wires. Bend the wires around and see if you lose continuity.

C)Check cap and Rotor. Look for carbon tracking or extremely worn down rotor.

D)On newer vehicles with distributeless ignition systems coils are prone to failure. If you know which cylinder is misfiring try swapping that cylinder's ignition coil with another cylinder and see if the misfire moves with it.

3)If you know your ignition system is operating properly you may want to check compression. You may already have the spark plugs out from your ignition check so it only takes a minute to check engine compression.

4)Fuel injection Service - The motorvac service works miracles. It is available at most repair facillities. Adding a can of fuel injector cleaner to your fuel tank is not ecnough to clean out a severely plugged injector. The motorvac solvent is much more potent and should only be used with a fuel injection cleaning machine. It is a good place to check with a hard to find misfire.

5)Vacuum leaks - A vacuum leak will cause a misfire. If the leak is near a certain cylinder that cylinder will misfire. You can try to find a leak by spraying down the engine carefully with carb cleaner. If you spray the location of the leak the RPMs will rise. You can also inject the intake manifold with smoke from a smoke machine and look to see if it leaks out anywhere it is not supposed to.

BMW GT1|BENZ STAR| X431|car diagnostic tools|

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BMW ICOM ISIS‌

2011/2/21 + aadd

Description:

ICOM for BMW is a high performance BMW interface that will take the place of BMW GT1,BMW OPPS and BMW OPS.

Integrated Communication Optical Module BMW ICOM is a high performance BMW vehicle interface that will take the place of the older BMW GT1 (Group Tester One), DIS-Plus diagnostic tools and will eventually replace BMW OPS and BMW OPPS diagnostic tools. It supports the new service processes; it also is integrated to work with older model series. Diagnostic ONLY.

(stand-alone version).

link:BMW GT1|Vag k+can commander 8.1|VOLVO VCADS & VOLVO Interface|Suzuki diagnostic tool|PS2 truck professional diagnostic tool|BMW ICOM ISIS|Ford outcode/incode calculator|ESL emulator|S.1279 Module for PPS2000|Mercedes BENZ PIXEL Repair Tools|BMW audio pixel repair tool|MB STAR C3|



Adapters:

ICOM A – OBD style diagnostic vehicle connector with communication protocols for MOST, K-CAN, D-CAN, KL15/30 detection, ignition failure status, battery status and TD signal for measurements.
ICOM B – OBD style diagnostic vehicle connector with a high speed MOST extension for ICOM A and uses USB connection to the ICOM A.
ICOM C – Old style 20 pin diagnostic vehicle connector (in engine compartment) to OBD. Service interval reset and engine speed signal.
All BMW series can be processed with the ICOM-A, B and C-modules:

ICOM A – vehicles with OBD capability (connect to ISIS/SSS/ISID with LAN or WAN)
ICOM B – for programming with MOST port (connect to MOST in vehicle / to ICOM-A with USB system)
ICOM C - older model series with diagnosis socket in engine compartment (OBD 2)

link: BMW GT1|BENZ STAR| X431| Launch X431 diagun| BENZ STAR| AK500| BMW GT1| T300| Lexia 3| Renault CAN Clip| BMW OPS|Techo pro 2008.1|GM TECH 2|

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Can E15 Gasoline Really Damage Your Engine?‌

2011/1/12 + aadd

Most people realize that all of us burn gasohol—a mixture of gasoline and alcohol—in our cars. Just about every gallon of gas pumped today contains as much as 10 percent domestically produced ethanol. Gummed-up fuel systems, damaged tanks and phase separation caused by stray moisture infiltrating fuel systems have plagued many consumers since this mixture debuted, and the problems will only get worse if government policy to increase the proportion of ethanol to gasoline is implemented. Don't get me wrong: Gasoline diluted with ethanol is a perfectly acceptable motor fuel when it's stored properly, dispensed promptly and burned in vehicles and power equipment designed to handle it. Which, unfortunately, is not always the case.

Moonshine It's Not


That 90:10 mixture of gasoline and alcohol is referred to as E10, while a different blend of 15 percent gas and 85 percent alcohol is sold regionally as E85. On this scale, straight petroleum-based gasoline is referred to as E0. Most gasoline dispensed from pumps in this country is as much as 10 percent ­ethanol, distilled from corn grown in the Midwest. This alcoholic cocktail was originally mandated by the EPA as a replacement for MTBE (methyl tertiary butyl ether), an oxygen-bearing petroleum-sourced chemical that was added to pump gasoline starting in 1979 to reduce carbon monoxide emissions in some regions that had problems meeting government air-quality standards. The oxygen in the MTBE (and ethanol) molecules can substantially reduce CO emissions in vehicles without modern closed-loop fuel-injection systems, which were introduced ­starting in the '80s.

Soon after, MTBE started turning up in groundwater, affecting the taste and smell of drinking water, so ethanol was substituted. (Shockingly, MTBE isn't considered toxic or even carcinogenic in the concentrations found in groundwater, but still.)

However: If the beneficial effects of oxygenated fuel have largely been bypassed by modern feedback-loop injection systems, which control the air-to-fuel ratio much more closely, why is ethanol still in your fuel? Because the second President Bush made a decision to offset some of our dependence on foreign oil with domestically produced alcohol, and the Corn Belt senators agreed. Ethanol plants have mushroomed, ramping up U.S. production from 1.77 billion gallons in 2001 to 10.75 billion gallons in 2009. Politics aside, odds are near 100 percent that there's as much as 10 percent alcohol in the gasoline you're pumping into your car and that 5-gallon can you use to fuel all your other gas engines.

Keeping Water Where It Belongs


The ethanol in your gas tank is uniformly dissolved in the gasoline. Alcohol tends to absorb and hold water, and in concentrations in the tank up to about 0.6 percent, any water remains in solution, presenting no problems. (Yes, there are other problems with alcohol in the fuel system, but we'll get to them later.) How does water get into the fuel tank? It's possible that water dripped into the tank at the gas station or ­refueling depot, or a stray raindrop or snowflake made its way into your tank or jerrycan, but most water infiltration is from condensation. As the temperature in a tank changes, air has to be vented in and out or the tank will bulge or split. Incoming air carries moisture. When the H2O in the gas gets above a critical percentage—its saturation point—all of the water and alcohol drops out and settles into the bottom of the tank. This is what chemists call phase separation; the various components of the fuel are no longer a homogeneous mixture.

link: BMW GT1|BENZ STAR|Ford outcode|BMW ICOM ISIS| PS2 truck professional diagnostic tool| Suzuki diagnostic tool| VOLVO VCADS & VOLVO Interface |Vag k+can commander 8.1|BMW AK90| Multi-Di@g Access | KESS OBD Tuning Kit|JMA TPX2|BMW GT1|

But phase separation does not occur only from increased water concentration, which is actually unlikely in a modern, emissions-sealed automotive fuel system. The temperature of the fuel is a factor as well. Here's the scenario: You fill up the car or gas can with fuel that, for a variety of reasons, is near its water-saturation point and at 60 degrees. Overnight, the temperature drops 20 degrees, and all the water and alcohol settle out even though no extra water has crept in. Guess what? The engine won't run when the fuel pickup is sucking up the alcohol–water mix.

Worse yet, the gasoline remaining above the water has probably lost three octane points, because today's gasoline relies heavily on the high-octane equivalence (130) of alcohol to achieve its octane rating. It's also missing a bunch of additives that stayed in the alcohol—so the entire tankful should be drained and disposed of as hazardous waste.

And no, adding more alcohol, in the form of fuel-line de-icer, lacquer thinner or cheap vodka will never restore that gasoline to usefulness. You don't want to add yet more alcohol, lest the increased concentration turns your ­carburetor float to Jell-O. The only acceptable way to attempt to save the gas in the tank is to add a large amount of gasoline that's got a very low moisture content. Problem is, there's no good way to tell if pump gas has a little or a lot of water on board. You stand the chance of having twice as much phase-separated, unusable gasoline as before. Better to dispose of the whole tankful.

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Universal Dash Programmer 01/2008 version‌

2010/12/9 + aadd

Universal Dash Programmer 01/2008 version

 

Description
Tacho Universal is the most sold programming-device for digital speedometers worldwide. The system is a high-quality tool, which offers a maximum of flexibility and working comfort despite simplest operation. You can serve almost any vehicle with the Tacho Universal.

Vehicles Coverage
Daihatsu, Ferrari, Fiat, Ford, GM, Hyundai, Honda, Isuzu, Iveco,
Jaguar, Kia, Lancia, Land Rover, Lexus, Lincoln, Lotus, MAN,
Mazda, M. Benz, Mitsubishi, Nissan, Opel, Peugeot, Porsche,
Renault, Saab, Ssangyong, Seat, Skoda, Smart, Subaru, Suzuki,
Toyota, Volvo and Volkswagen.

Fully support European, American and Asian vehicle types, most of which can be adjusted via OBD-II diagnostic plug.

  • BENZ A/C/CL/CLK/E/G/M/SL/SLK class (before 2000) New E/C class adopt CAN cable technology, cluster-socket operation (no need to adjust EIS/EZS)
  • Most of BMW 3/5/7/8/X/Z class vehicles, include operation on EWS, LCM can be adjusted via OBD-II diagnostic plug.
  • All VW/AUDI vehicles, include A6, A8, Q7
  • A part of OPEL, SKODA, SEAT
  • Some American vehicles
  • Other Euro-American vehicle types: Peugeot, Renault, Volvo, Citroen, Alfa, Porsche

link:BMW GT1| X431| Launch X431 diagun| Autoboss V30| BENZ STAR| AK500| BMW GT1| T300| VAS 5054A| Lexia 3| Renault CAN Clip| FLY108| BMW OPS| SBB KEY PRO| 

Outstanding characteristics of our programming system are:

  • The current odometer reading is decoded and shown in the LCD display.
  • Easy self explanitory operation by clear menu guidance. 
  • Backlit display makes working possible in overcast conditions. 
  • All datasets can be edited, saved and loaded. 
  • The stored data can be transferred to a PC for archiving. 
  • Up to 200 files can be stored in the Tacho Universal. 
  • Broken speedometers can be repaired comfortably.

 
Supports Language
Tacho pro v2008 supports Language:
German,English,Polish,Spanish,Italian,French

Package Including
item no. component number note 
1 cable P607 for Tacho Universal 0676 OK 
2 cable 11DU for Tacho Universal 0677 OK 
3 Dongle CAN Hardware for Tacho Universal 0709 OK 
4 Cable BMW OBD2+MB Service Reset for Tacho Universal 0742 OK 
5 Cable ALFA156 for Tacho Universal 0678 OK 
6 Cable ALFA145_146 for Tacho Universal 0679 OK 
7 Cable P206 JAEGER for Tacho Universal 0684 OK 
8 Cable ALFA166 for Tacho Universal 0681 OK 
9 Cable P908 for Tacho Universal 0682 OK 
10 Cable ACCORD for Tacho Universal 0683 OK 
11 Cable P406 JAEGER for Tacho Universal 0680 OK 
12 Cable MB-DiaMox for Tacho Universal 0685 OK 
13 Cable GTV SPIDER for Tacho Universal 0686 OK 
14 Cable MB SPRINTER Kienzle for Tacho Universal 0687 OK 
15 Cable MB-OBD2 for Tacho Universal 0688 OK 
16 Cable MB-CAN for Tacho Universal 0689 OK 
17 Cable CRYSLER OBD2 for Tacho Universal 0743 OK 
18 Cable Multi CAN for Tacho Universal 0690 OK 
19 Cable P-106 for Tacho Universal 0691 OK 
20 Cable SCOPRIO for Tacho Universal 0692 OK 
21 Cable VW GOLF3+MB C-CLASS OLD for Tacho Universal 0744 OK 
22 Cable SPRINT VDO for Tacho Universal 0693 OK 
23 Cable VW CAN for Tacho Universal 0694 OK 
24 Cable BMW HW 4,5,6 for Tacho Universal 0695 OK 
25 Cable SHARAN 2000 for Tacho Universal 0696 OK 
26 Cable AUDI 2000 for Tacho Universal 0697 OK 
27 Cable OBD2 VW-OPEL for Tacho Universal 0698 OK 
28 Cable POLO98/BELLTLE/B5 for Tacho Universal 0699 OK 
29 Cable BMW DIAG for Tacho Universal 0700 OK 
30 Cable BMW E36 for Tacho Universal 0701 OK 
31 Cable BMW Z3/compact for Tacho Universal 0702 OK 
32 Cable AUDI+VW OBD2+2 for Tacho Universal 0783 OK 
33 DONGLE CRYSLER OBD2 for Tacho Universal 0703 OK 
34 Dongle 912 for Tacho Universal 0704 OK 
35 Cable 912 for Tacho Universal 0712 OK 
37 NEC Dongle for Tacho Universal (9S12 DONGLE) 0732 OK 
38 Adapter 93cx6 for Tacho Universal 0705 OK 
39 Adapter 24COX for Tacho Universal 0706 OK 
40 Adapter 35/95XXX for Tacho Universal 0707 OK 
42 CLIP EEPROM DIP-8CON for Tacho Universal 0715 OK 
43 CLIP EEPROM SOIC-14CON for Tacho Universal (5251) 0714 OK 
44 CLIP EEPROM SOIC-8CON for Tacho Universal (5250) 0713 OK 
45 Cable power supply for Tacho Universal 0711 OK 
47 Tacho Universal hand-held device 0684 OK 
48 BMW key Reader PRO 0675 OK 
81 BMW CAS CABLE OK 
82 GE Cherokee 4199 OK 
83 Serial Communication Cable OK 
84 USER MANUAL PDF DVD OK

link: BMW GT1|Launch X431|MB Star|Bmw Gt1|Bmw Ops| AutoBoss V30| GM Tech2| Renault Can|Lexia 3ELM327| X431 Super Scanner| Launch X431 Diagun|Launch X431 Master|ZED Bull|

 

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SBB Key Programmer V31 New IMMOBILISER‌

2010/11/23 + aadd

SBB Key Programmer V31 New IMMOBILISER

 SBB Key Programmer V31 New IMMOBILISER

Newest Software Version: DB31.02

Description
SBB is a new device used as a portable unit for programming keys in immobilizer units on vehicles. Due to its integrated hardware, SBB needs no more than the OBDII cable provided to carry out a wide range of functions:

  • Programming new keys 
  • Reading keys from immobilizer's memory 
  • Deactivating keys no longer in the car owner's possession 
  • Operation by means of a menu guided programming 
  • Programming new remote controls 
  • Software with full database containing all the most important vehicle makes

link: BMW GT1|DMW3|BMW SCANNER 1.36|BMW Scanner 1.4.0|BMW Scanner 2.0.1| OPEL TECH2| OPEL IMMO Reader| ELM327 COM|ELM327 Bluetooth|ELM 327 Metal 1.5V|ELM327 CAN-BUS|MB STAR C3|

Supported languages: 
Italian/German/French/English/Spanish/Greek/Portuguese/Turkish/Russian

Supported cars: Multi-brands

Package including

  • 1pc x SBB Main Unit
  • 1pc x OBD II cable 
  • 1pc x RS232 cable for firmware update
  • 1pc x CD with user manuals & updating software

If have any problems,please feel free to contact us to this email address:ecupop@gmail.com

link: BMW GT1|BENZ STAR|R270|M35080V6 EEPROM| X431 Heavy Duty| 32MB CARD FOR GM TECH2| BEEPROG|BENZ key ProgrammerCAR KEY MAKER II GAMBIT| DIGIMASTER II| Ford VCM IDS|SI Opel Reset OBD2|DMW3|

 

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SBB Key Programmer V31 New IMMOBILISER‌

2010/11/23 + aadd

SBB Key Programmer V31 New IMMOBILISER

 SBB Key Programmer V31 New IMMOBILISER

Newest Software Version: DB31.02

Description
SBB is a new device used as a portable unit for programming keys in immobilizer units on vehicles. Due to its integrated hardware, SBB needs no more than the OBDII cable provided to carry out a wide range of functions:

  • Programming new keys 
  • Reading keys from immobilizer's memory 
  • Deactivating keys no longer in the car owner's possession 
  • Operation by means of a menu guided programming 
  • Programming new remote controls 
  • Software with full database containing all the most important vehicle makes

link: BMW GT1|DMW3|BMW SCANNER 1.36|BMW Scanner 1.4.0|BMW Scanner 2.0.1| OPEL TECH2| OPEL IMMO Reader| ELM327 COM|ELM327 Bluetooth|ELM 327 Metal 1.5V|ELM327 CAN-BUS|MB STAR C3|

Supported languages: 
Italian/German/French/English/Spanish/Greek/Portuguese/Turkish/Russian

Supported cars: Multi-brands

Package including

  • 1pc x SBB Main Unit
  • 1pc x OBD II cable 
  • 1pc x RS232 cable for firmware update
  • 1pc x CD with user manuals & updating software

If have any problems,please feel free to contact us to this email address:ecupop@gmail.com

link: BMW GT1|BENZ STAR|R270|M35080V6 EEPROM| X431 Heavy Duty| 32MB CARD FOR GM TECH2| BEEPROG|BENZ key ProgrammerCAR KEY MAKER II GAMBIT| DIGIMASTER II| Ford VCM IDS|SI Opel Reset OBD2|DMW3|

 

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Launch X431 Diagun Auto Diagnostic Tool‌

2010/11/9 + aadd

 

Launch X431 Diagun Auto Diagnostic Tool

Description
X-431 Diagun is a specially designed diagnostic tool for automotive technicians.Compact main unit, powerful diagnostic functions, fast and convenient update,universal connectors, make it the first choice for technicians. X-431 Diagun is the standard equipment for technicians. 

link:BMW GT1| X431| Launch X431 diagun| Autoboss V30| BENZ STAR| AK500| BMW GT1| T300| VAS 5054A| Lexia 3| Renault CAN Clip| FLY108| BMW OPS| SBB KEY PRO|

Character

  • Compact main unit ,Standard equipment for technicians;
  • The only diagnostic tool which can work on two vehicles at the same time ;
  • Bluetooth technology, wireless communication. 100 m bluetooth communication,Cable communication support;
  • Universal 16PIN connector;
  • Fully inherited diagnostic functions from X-431. Capable of nearly all domestic vehicle makes and Asian, European, American vehicle makes;
  • Greatly improved program running speed;
  • More convenient software update;
  • 4.3 inch high luminance, high resolution color touch screen;
  • 1530mAh Rechargeable battary;
  • 1G memory card;
  • Standard USB printer connector, external printer support;
  • Full after sales service system, life time 1 to 1 service;

Parameter
Operating System: WIN CE 5.0
Operating System: Linux
CPU: 400 MHz ARM9
Memory Card: 1G TF
Main Unit: Universal Serial Bus/USB
Main Unit Power: DC5V
Printer Interface: USB
Display Screen: 480X272, 4.3-inch LCD with touch
Rechargeable Battery: 1530 mAh
Bluetooth: theoretically 100m, actually 15-20m
Upgrading Interface: USB

If have any problems,please feel free to contact us to this email address: ecupop@gmail.com
 

link: BMW GT1|Launch X431|MB Star|Bmw Gt1|Bmw Ops| AutoBoss V30| GM Tech2| Renault Can|Lexia 3ELM327| X431 Super Scanner| Launch X431 Diagun|Launch X431 Master|ZED Bull|

 

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ZED-Bull Transponder Clone Key Programmer Tool‌

2010/10/28 + aadd

ZED-Bull Transponder Clone Key Programmer Tool

 ZED-Bull Transponder Clone Key Programmer Tool

Description
Zed-BULL will fulfill all of your requirements as professional on Immobilizer Systems;
Zed-BULL is a transponder cloning device which contains all of Zed-Qx's features and also has more additional features.

Main Character

  • Finding PIN Code, preparing precoded transponders and programming transponders from EEPROM and MCU.

Zed-BULL PC software' s excellent features will help you while using EEPROM applications. ECU pictures, which ECU has which MCU or EEPROM and the location of mcu or eeprom on the board, which type transponder will be used... These kind of informations will ease your work. With Automatic Module Finding (AMF) feature, when you select the EEPROM file, the module will be recognized automatically
Another revolution of Zed-BULL is programing transponders when there is no key from ECUs. For now, Zed-BULL has 55 different applications and it is increasing... With this feature, you can program transponders, find pin codes and prepare precoded transponders for the cars which need precoded transponders like fiat doblo 48. For this feature, you don't need expensive precoded transponders priced about 8-10 Euro. You can use blank transponders.

link: BMW GT1|VAGXOBD|HEX COM CAN VAG-COM for 504.1|Vagcom COM KKL VAG-COM 409.1|Vagcom USB KKL VAG-COM For 409.1| HEX USB CAN VAG-COM for 812.4| VAG TACHO USB 2.5| Vag Tacho 3.01+ Opel Immo Airbag|VAG CAN Commander Full 5.1|HEX USB CAN VAG-COM for 704.1|HEX USB CAN VAG-COM for 805.1|MB STAR C3|

  • Transponder Cloning: 11, 12, 13, 33, 73, 4C (writing to 4C electronic key and batteryless TPX1 transponder), Philips Crypto 40 (some), 41(all), 42(all), 44(all unlocked VAG), 45(all), Texas crypto 4D(all 60-61-62-63-64-65-67)to batteryless TPX2 and Silca electronic heads

Until now, common transponder cloning tools could only copy fixed transponders. But the revolution that we started with our device, Zed-Qx, is increasing with Zed-BULL. 41(NISSAN), 42(VAG), 44(Unlocked VAG) and 45(PEUGEOT) transponders which normally known as can not be copied, can be copied with Zed-BULL. Also you can copy 4C transponders onto batteryless TPX1 4C glass transponders

  • Producing Transponders for OBD Programing

If you have an OBD device like T-Code Pro, you will need special precoded transponders for some cars. Instead of buying these special transponders for high prices, you can produce them with Zed-BULL using blank transponders. And you don't need expensive precoded transponders priced about 8-10 Euro... The transponders that you can produce: 40, 41, 42, 44 Mitsubishi, 44 VAG, 45, 73 Mitsubishi, 61, 62, 65 and 46 for BMW, AUDI, PORSCHE, CHRYSLER, RENAULT... etc. For now, Zed-BULL has 24 different transponder production applications.

  • USB communication and fast update...

You can update your Zed-BULL in less than 30 seconds and use your Zed-BULL with PC via USB

  • Hitag2 Transponder Programmer

If you want to buy a hitag2 programmer as standalone device, you have to pay around 1000-1500 Euro. But when you have Zed-BULL, you will get this hitag2 programmer feature for FREE. You can work on hitag2 transponders and improve yourself on your job.

  • Easy Use with Wide Graphic LCD Screen.

Wide screen of Zed-BULL will show you much more .... With Zed-BULL's wide screen, you can see more information like, VIN number and kilometer info for BMW cars, detailed information for 46 and 48 transponders ... etc.

  • Additional function:

1) Reading kilometer, VIN number and key number information from orginal BMW key and writing to orginal BMW remote key
2) Finding PIN code from VIN number for HYUNDAI and KIA
3) PC software includes a wide-range transponder catalog, keyfob procedures and more informations
4) PIN code finding for 33 Renault and 45 Peugeot from transponder
5) Unlocking the 48(magic II) type locked transponder and make it re -usable
6) Saving transponder information into database including crypto transponders
7) 3 different device case color alternatives (red, black and white).

Package Including

  • 1 x Zed-bull main unit
  • 1 x zed-bull security login card
  • 1 x PC USB cable
  • 1 x power Adapter
  • 1 x Lighter Adapter
  • 1 x Transponder box

 

If have any problems,please feel free to contact us to this email address:ecupop@gmail.com

link: BMW GT1|BENZ STAR|HxH Scan Bluetooth|Mangoose toyota diagnostics and reprogramming interface| MVCI for TOYOTA Lexus TIS| New XPROG-M V5.0| XCAR-431|Jbt-cs538DAllscanner VCX HD Heavy Duty| Motorola 912/9S12/9S12X Programmer V1.54| ELM327 CAN-BUS Scanner|ELM 327 USB plastic|ELM327 Bluetooth|

 

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Mb Star C3 Pro with seven cable Fit all computer‌

2010/10/21 + aadd

Description

Software is 03/2009 Version English  

XP-STAR(Auto-Link Blue STAR) realizes all the functions of official factory BENZ Star2000: reading out and erasing trouble code; reading the real-time data of sensor and actuator; coding and programming. It applies the latest high-tech central gateway system of car model 221/211 and 203 with software version updated to October of 2006, can enter all the Benz cars, such as autobus truck, saloon car, sports car, smart car and so on.

New Character

  • This version of MB STAR C3 can fit all computers,it is not only limited on IBM T30,provide great convenience to customers.It has one hard disk contain DAS and WIS system.
  • With a 7 meter RS232-RS485 cable,provide more convenience to garage when diagnose.
  • Every hard disk has it's special number,have self-test function.Just give us the self-test report and the number,we will find out what's the matter with this tool,avoid the shipping charge when this tool need fix.Great improvement!

link:BMW GT1| X431| Launch X431 diagun| Autoboss V30| BENZ STAR| AK500| BMW GT1| T300| VAS 5054A| Lexia 3| Renault CAN Clip| FLY108| BMW OPS| SBB KEY PRO|

Functions

  • 1989~up to now Car, Bus, Truck, Sprint, Smart ;
  • All electric system Diagnostic;(Do not include flash code)
  • Reading trouble code
  • Erasing trouble code
  • Live-data
  • Adaptation
  • Component testing
  • Maintenance
  • Information consultation
  • Component location diagram
  • Wiring diagram

Testable system

  • ENGINE
  • AUTO-SPEED
  • AIRCONDITIONAL SYSTEM
  • SRS
  • ABS
  • ASR
  • MPL
  • GM
  • BENZ ORIGINAL ANTI-THEFT
  • DASX SYSTEM
  • KEYZESS GO SYSTEM
  • OBD-II SYSTEM

Product software includes:(Version: 06/2009 )

  • D-A-S: the automatically Diagnosis Assistance System ,Concise interface and straightforward operation with IBM high-quality computer can realize the quick and accurate code reading and the whole car system testing
  • W-I-S net: Workshop Information System Supply the whole view of the wiring diagram in a car,component location diagram and maintenance method. What you do is to enter the chassis number, and then you will get the manufacture data, engine configuration and the car model -all in detail.
  • EPC.net : Electronic Parts Catalog
  • ST Finder:Part location finder
  • STARUTILITIES : the movement management system and self-test

Softwarelanguage

English/Chinese/Deutsch/French/Italian/Spanish/Portuguese/Finnish/Danish/Swedish.

Package including

  • 1x MULTIPLEXER
  • 1x 16pinOBD II cable
  • 1x 4pin cable
  • 1x 38 pin cable
  • 1x 14pin track cable
  • 1x COM cable
  • 1xRS232 to RS485 Cable
  • 1x Serial adapter cable

One 120G Hard Disc for DAS, EPC and WIS V2008.04, FINDER V2008.02


If have any problems,please feel free to contact us to this email address: ecupop@gmail.com


link: BMW GT1|BMW Carsoft 6.5|MB Carsoft 7.4 Multiplexer|VAG LOGIN Reader CODE|Super VAG K+CAN V4.8| VAG K+CAN Commander 1.4| VAG K CAN COMMANDER 3.0| VAG DASH COM+CAN V5.05|VAG DASH COM|VAG DASH PROG Handheld Full version|VAG PIN READER|VAG ECU TOOL|MB STAR C3|

 

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Autoboss V30 update by Internet‌

2010/10/9 + aadd

 

Autoboss V30 update by Internet

 

 

Description
Original Autoboss v30 is the newest autoboss scanner.V30 applys with blue teeth techniques and live data graphic display.v30 has 1year warranty and free updates...

link:VAG K+CAN COMMANDER V3.0| 409 Interface VAG-COM Cable|K+CAN Commander 1.4|Super VAG K+CAN| VAG 908.1 | VAG CAN Commander 5.1| VAG COM 812.4| USB CABLE VAG-COM 704.1|

Character

  • Live data graphic display 
  • Full component activation 
  • Read & change ECU coding 
  • Setting of adaptation values 
  • CANBUS function supported 
  • Internet update function 
  • HYUNDAI immobilizer 
  • Testing report saving function 
  • VOLKSWAGON immobilizer III 
  • Coding of the new control modules 
  • NISSAN idle speed self learning function 
  • Multi-language for international market demand 
  • Hand-held independent operation, supporting PC link

Parameter
CPU: SAMSUNG ARM 2410A, 200MHz 
FLASH Card: SD Card, 1GB RAM: 64M 
Power Supply: 8-12V (DC) 110-250V 50Hz (AC) 
Operation System: Window CE 
Storage: -30 ~ +90 
Humidity: <90% 
Working Temp.: -10 ~ +80 
Dimension (mm): L630XW200XH420

Autoboss V30 cover the following cars:

  • European Cars

LANCIA LANDROVER PEUGEOT AUDI Bentlley FORD SEAT LADA Porsche
RENAULT FIAT VOLVO 
SMART BMW GAZ 
MINI VAZ BENZ 
OPEL SAAB CITROEN VW

  • Asian Cars

DAEWOO SUBARU MITSUBISH 
NISSAN HONDA KIA 
SUZUKI TOYOTA HYUNDAI 
ISUZU MAZDA LEXUS 
PERODUA PROTON SSANGYONG 

  • American Cars

FORD GM CHRYSLER Prutton 

  • OBDII Cars

OBDII ISO KWP VPW PMW CAN

  • Chinese Cars

CHANGHE CHANA GREATWALL 
FOTON GEELY CHERRY FUDI

V30 has Good support and service 
(1)One year for free update for the software by internet. 
(2)One year guarantee for quality of all the components.

 

link: BMW GT1|MS509|Launch creader v|D900|VAG405| GS400| GS500| JP701|EU702|KWP2000|BDM100|Galletto 1260|MB STAR C3|

If have any problems,please feel free to contact us to this email address:ecupop@gmail.

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Launch X431 Master Auto Diagnostic Tool‌

2010/9/17 + aadd

Launch X431 Master Auto Diagnostic Tool





Description
X431 Master is a new automotive diagnostic product and designed by LAUNCH with the technology of "Open Control Platform for Vehicle" representing the highest level of automotive diagnostic technology in the world. It has the function of read DTCs, read datastream, actuation test, sensor waveform display and ECU coding. It"s faster to communicate with cars than X-431 by integrated structure to save time in work. It can test most of cars by using the unique 16 PIN connector which integrates the function of all 16 PIN connectors of X-431. 24V operating voltage capability is added to work with different kinds of batteries. It is easier and more conveniet to operate than X-431 based on the smart design.


link:BMW GT1|X431|Launch X431 diagun|BENZ STAR|AK500|BMW GT1|T300|VAS 5054A|Lexia 3|Renault CAN Clip|BMW OPS|Techo pro 2008.1|GM TECH 2|



Character

Inherited with all diagnosis function of X-431;
Faster communication with cars than X-431 by integrated design to save time in work;
All inclusive software coverage - European, American and Asian;
24V operating voltage capability is added to work with different kinds of batteries;
Powerful diagnostic function: read DTCs,read datastream, actuation test, sensor waveform display and ECU coding;
Test most of cars by using unique & integrated 16 PIN connector;
Easier and more conveniet to operate than X-431 based on the smart design;
Upgrade software anytime and anywhere to keep up with latest models;

Parameter
Operating System: Linux
Memory: 16M
CF Card: 512M
Main Unit I/O: Universal serial port/parallel port
Power Supply: DC 12V / 24V
Power: Approx. 9W
Screen: 240X320 LCD touch screen with background light
Printer: Mini high speed thermal printer
Ambient Temperature: -15C~50C
Relative Humidity: <90%

link:BMW GT1|Lexia-3|TOYOTA IT2|TOYOTA ITS3|KTS520|VCT2000|VOLVO VIDA DICE|GT1 +INPA D-CAN|BMW INPA K+CAN|BMW INPA|YH6000|MB STAR C3|

 

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Plastic from Algae: The First Step Toward a Fish-Friendly Gyre?‌

2010/9/8 + aadd

By year's end, an Indiana company says it will be making plastic from algae, substituting up to half of the material normally derived from fossil fuels with biomass from the aquatic plants, and selling the product to manufacturers.

As the bioplastics industry surges, a search for alternative feedstocks led Cereplast CEO Frederic Scheer and his colleagues to algae, which he says is close enough to the starches the company already turns into plastics—like corn, wheat and tapioca—to go commercial after just 18 months of R&D. There's just one hitch: getting enough of the green stuff to make it in quantity. Given a big enough source of algae, Scheer says, "we could have introduced this product probably last year."

Algae has long been hailed by many as the best hope for an alternative to fossil and food-based fuels, but difficulties growing and processing it cheaply have kept it just over the green horizon for decades. The myriad companies running at algal biofuels today, for example, must first find and cultivate a precise strain of algae from among thousands, harvest and dry the stuff, and then somehow extract oil from the plant on a cost-competitive basis with now very cheap crude.
link: BMW GT1|OP-COM 2009 V|VAS 5052A|VAS 5054A|MUT 3| FLY100| FLY108| FLY200|FORD IDS VCM|HDS Kit|GNA600|

But Scheer and his colleagues are betting not only that someone will soon crack algae once and for all, but that, once they do, they'll be stuck with a green mountain of biomass left over after the algae's oil has been extracted and turned into the diesel or jet fuel of tomorrow. Today, that biomass is fed to cattle, among other things. Tomorrow, Scheer hopes, it will be an integral part of the trillion-dollar industry that is plastic.

At the moment, Scheer says, his team has succeeded in displacing up to 35 percent of the petroleum in traditional plastics with algae. By product launch later this year, he's hoping that figure will be closer to 50 percent. But, like his comrades in the algae-oil business, the trouble hasn't been so much the science, but the supply of algae to his lab.

"How much we're getting is a lot of the problem. Probably right now we're talking about 30 or 50 pounds at a time," Scheer says. By June, as algae suppliers step up production, Sheer expects the figure to jump to somewhere around a thousand pounds at a time. It takes roughly a pound and a half of dried, pressed algae to make a pound of the algal portion of the plastic, he says. Production for next year could be anywhere between 1 million and 5 million pounds, largely hinging on supply.

"It is something that will be commercial, but you have to put everything back into perspective: [the world is] generating every year 1 trillion pounds of traditional fossil-fuel-based resin. So even if we introduce 5 million pounds or 10 million pounds of that product, it's like a drop in the bucket."

Unlike some bioplastics, it is a drop that will neither compost nor biodegrade, though it will be recyclable. Scheer stresses that his team's main goal is to derive a monomer—the building block of the polymers most of us call plastics—entirely from algae biomass. Such a breakthrough, combined with enough cast-aside plant matter to sustain it, and possibly some of the plant's oil, would provide for a plastic completely free of fossil fuels. If such plastics became prevalent on a large scale, they could theoretically present something of an ecological holy grail, with a gyre full of bioplastic representing something closer to fish food than deathtrap.

"Creating that monomer from the algae, we'd be able to create other polymers and end up really creating a whole chemistry around algae biomass, and this is probably the ultimate purpose of the work that we're doing here," Scheer says, estimating that such results are at least three to five years away.

"We've got to come up with alternatives, and I do think we're going to solve it," says Bill Francis, president of the Algalita Marine Research Foundation, which documents the effects of stray plastic on the world's oceans. "I do believe that there will be a time when we look back and say, ‘Oh yeah, that was the plastic age. Look what we did to ourselves.' And to be honest, I think the plastic footprint is a greater risk to the health of our environment, to the people here and to the marine species for sure, than the carbon footprint."

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2011 Ford Edge Test Drive‌

2010/9/1 + aadd

Nashville, Tenn.—Ford pioneered new territory in 2006 when it introduced the Edge, a racy two-row crossover. The Edge forsook the Explorer's pretense of bushwhacking off-road capability without surrendering to the jacked-up-station-wagon persona of the Freestyle. Customers responded by sending the Edge to the top of the crossover segment, where it has tallied some 400,000 sales.

Trouble was, the Edge looked good on paper and in the metal, but its appeal faded on the road, where poor execution of details undermined the car's potential. Ford's goal for 2011: Make the Edge drive like it looks.

The Specs

Dearborn's engineers started by junking the outgoing powertrain. The Edge now relies primarily on a more powerful and efficient 285-hp 3.5-liter V-6. Backed by a six-speed automatic transmission, the V6 achieves EPA ratings of 19 mpg city / 27 mpg highway in front-wheel-drive form.

Hot-rodders, or at least five-seat crossover shoppers who imagine themselves in a flat black model with a flame paint job, can opt for the Edge Sport. That was mostly an appearance package on the old model, but the new Sport gains a 305-hp 3.7-liter V-6 borrowed from the Mustang.

The Sport rolls on standard 22-inch aluminum wheels and has tauter shock tuning for more responsive handling. Despite the big wheels and stiffer shocks, the ride doesn't prove as jarring as the combination would suggest, and gas mileage slips only slightly to 18 mpg city and 25 mpg highway.

The most interesting news, however, is the Edge's use of Ford's new 2.0-liter turbocharged four-cylinder EcoBoost engine, which is slated to become available early next year. According to Ford, this power plant will deliver 10 percent better gas mileage than a comparable V-6 with similar horsepower and torque, which means gas mileage of 30 mpg. We'll find out more details when this engine debuts in the 2011 Explorer this fall. 



Like the Best Buy of automotive brands, Ford is pressing its electronic gadgetry as a competitive advantage. Not coincidentally, Ford conducts consumer events in conjunction with Best Buy, helping show customers how to integrate their phones into Ford's Sync hands-free system.

Sync joins with a variety of other features such as HD Radio with iTunes Tagging, MyKey driver restriction technology, and blind-spot warning. Most visible is the new MyFord Touch interface, employing dual 4.2-inch LCD displays that flank the speedometer in the instrument cluster in the manner seen previously in the Fusion Hybrid, plus a big 8-inch central screen that provides an optional $795 built-in navigation system.

The small displays provide information from the MyFord Touch Navigation system, which uses the customer's phone to stream data to the car. This service is free for three years and costs $60 per year thereafter.

A wireless router is also available, which allows the built-in hotspot to feed electronic devices in the vehicle, so passengers can check email or watch YouTube on the road.

The base price of the front-wheel-drive Edge Limited we tested is $34,220, and the options list‚ including items like a panoramic sunroof, HID xenon headlights, adaptive cruise control, blind spot warning, and voice-activated navigation with Sirius Travel Link‚ pushes it to $40,480.

The Drive

link: FLY100| Fly200| OBD2 OPEL TECH2| TOYOTA Tester2| BENZ key Programmer| GS500| Automotive diagnostic| BMW GT1| T300| VAS 5054A| Lexia 3| Renault CAN Clip| FLY108| BMW OPS| SBB KEY PRO| BMW GT1|

If the Edge looked good on paper before, it looks even better now, with loads of gee-whiz hardware and technology. Remarkably, it all works. Previous versions of Sync had a first-level menu vocabulary of 100 words, which meant that if you didn't know the secret password to launch Sync down the decision tree toward the desired function, you were as locked out.

This frustration was a leading complaint consumers voiced when surveyed about their satisfaction with Ford vehicles, according to Art Spinella, president of CNW Research. Absent this frustration, Ford would have easily topped recent J.D. Power satisfaction surveys, he said.

Addressing that, Ford has given Sync a brain transplant, upgrading it from a Frankensteinian 100 words to a Einsteinian 10,000. "It isn't natural language yet, but it is pretty close and it will probably feel like natural language," says John Schneider, chief engineer of multimedia and entertainment.

There are fixes to the Edge's fundamental hardware too. The old Edge had a vague, sloppy feeling to its steering, a problem Ford has corrected by upgrading to a steering rack with reduced internal friction. Additionally, according to vehicle engineering manager Rich Kreder, testing showed the Edge's steering was uncommonly sensitive to the valving of the rear shocks, so Ford tuned the rear shocks' low-speed damping to improve the steering response.

Edge owners complained bitterly about the outgoing model's mushy, confidence-sapping brake pedal. In response, the company installed stiffer brake calipers, brake pads that grab more aggressively and changed the motion ratio of the pedal assembly to provide a firm, responsive brake pedal. "It was embarrassing that the old brakes were so bad," Kreder says.

To differentiate the 2011 model from the first generation Edge, the Blue Oval boys refreshed the exterior styling with a few tweaks to the grille, headlights and fascias. Inside, however, the Edge was given a complete overhaul. Ford ditched the old hard surfaces, replacing them with soft-touch materials using fewer parts with fewer seams, which is where problematic squeaks and rattles can arise. They also packed the Edge with more sound-deadening material, thicker glass, bigger subframe bushings and nearly every other available technique to filter unwanted noise from the cabin.

The hushed interior ambiance lets the driver's ears relax so that his eyes can discover details like stitched leather trim in the up-market SEL and Limited models, which will account for 80 percent of Edge sales.

The Bottom Line

The Edge finally delivers on the dynamic driving experience promised by its design, with a trio of powertrains that let customers choose an engine that best suits their needs. A sumptuous cockpit and increasingly functional electronic gadgetry‚ details that have contributed to the Taurus increasing its residual value, are bonus features that will boost customer satisfaction. These upgrades effectively distance the Edge from competitors like the dismally cheap Toyota Venza and should fend off the strong challenges of the Hyundai Santa Fe and Kia Sportage.

link: BMW GT1|TWINB C4+GT1 fit all pc|Twinb C4+GT1 IBM T30 HDD|BMW OPS|BMW OPPS| Renault CAN Clip| TOYOTA K+CAN Commander 2.0| CANDI Interface FOR GM|MB C4+BMW GT1+MINI OPS|BMW GT1 T30|BMW GT1|

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How Bad Is the Plastic Pollution in the Atlantic?‌

2010/8/23 + aadd

You may have heard there's a lot of plastic debris in the Pacific Ocean. Some have referred to the phenomenon as the Great Pacific Garbage Patch, or described it as a huge floating island of trash the size of Texas. It's true that the concentration of this debris is higher inside than outside the North Pacific Gyre, a large system of rotating ocean currents in the northern Pacific. But the reality is that the plastic pollution is more diffuse. Nobody has mapped the true boundaries of the trash, and it is not necessarily constrained to the gyre. What's more, this isn't a bunch of milk cartons, soda bottles and beer coolers lost during fishing trips—the majority of the debris is made up of tiny pieces that measure in millimeters, the remains of larger objects broken down by the ocean environment. In other words, it's much more of a plastic soup than a plastic island. And it turns out there is a rather huge helping in the Atlantic Ocean, too.

In the journal, Science, researchers led by the Sea Education Association (SEA) in Woods Hole, Massachusetts published results from a 22-year-long study of plastic accumulation in the western North Atlantic and Caribbean Sea. Over 60 percent of the 6136 surface plankton net tows the group pulled from the water between between 1986 and 2008 contained plastic—over 64,000 pieces in total. The fragments were hand-picked with tweezers, and archived, mostly by undergraduate researchers.

The group reports finding the greatest concentration of plastic fragments between the latitudes of 22 and 38 degrees North—roughly equivalent to the length between  Cuba and Maryland—which corresponds to the location of the North Atlantic Gyre. The study helps define the northern and southern boundaries of the Atlantic plastic soup, but it's still not clear how far it extends eastward.

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Plastic Collectors

The largest sample collected during a single 30-minute tow, taken in May of 1997 at 24.6 degrees North and 74.0 degrees West, was 1069 pieces. Extrapolated, that's the equivalent of 580,000 pieces per square kilometer. The average concentration observed near 30 degrees North, the midpoint of the high concentration region, was about 20,300 pieces per square kilometer, give or take about 2300.

Most of the plastic collected at this point, says lead author Kara Lavender Law, an oceanographer at SEA, is probably post-consumer plastic—that is, fragments of common household items people use every day. Data from earlier in the study reflects a larger concentration of industrial resin pellets, the raw material of the consumer plastics industry. But the group notes a significant decrease in the concentration of these tiny pellets over the course of the study, likely due to voluntary programs the plastics industry initiated in the 1990s to prevent or recapture spilled material.

This large data set sheds light on some important questions, says Miriam Goldstein, an oceanographer at the Scripps Institution of Oceanography who studies the impact of plastic debris in the Pacific Ocean, and who was not part of this study. "One thing that is really difficult in working with this issue is just the lack of data, and they have a really amazing data set here," Goldstein says. One particularly valuable aspect of the study, she says, is that the researchers combined their data with numerical modeling, BMW GT1| and data from drifting buoys designed to help track ocean currents, to show that plastic debris that enters the Atlantic Ocean, from, say, the eastern U.S. seaboard, has an excellent chance of ending up in the North Atlantic Gyre. This fact wasn't necessarily obvious, given the small size of so many of the fragments.

Where Is All the Plastic Going?

To look for trends over the 22-year period, the SEA group analyzed the data collected in the most "spatially consistent, annually repeated cruise track," according to the paper. But even though there was a fourfold increase in discarded plastic in the U.S. between 1980 and 2008, the concentration of debris in the Atlantic does not seem to have increased over that time. This poses the question: Assuming plastic entering the ocean has followed a similar trend, where is it all going?

At least some of the plastic is probably being consumed by animals. "We know that marine organisms eat plastic, but we don't have a sense of who, how much, or what happens to it once they eat it," Lavender Law says.

An additional possibility is that some of it has broken down into fragments too small to be captured in the tow nets, made of mesh with holes merely 1/3 of a millimeter in size. "We don't know how small they get in the ocean, and it is very hard to develop a method to look at that," Lavender Law says.

It's also a possibility that a general shift in the types of plastics entering the ocean is affecting the amount of observable debris. A companion study analyzed the collected plastic fragments and showed that 99 percent were less dense than seawater, and the majority were made polyethylene and polypropylene, materials known to float in seawater. Common soft drink and water bottles, meanwhile, are made of polyethylene terephthalate (PETE), which is denser than seawater—and could be sinking. The surface tow nets only collect debris floating near the surface. "Even if it became just a little bit denser, it might be out of reach of our net," Lavender Law says.

Finally, perhaps organisms that grow on the plastic fragments are changing their density enough to make them sink out of reach, or even all the way to the ocean floor. "But then what happens once it sinks? That's the next question," Lavender Law says. To date, there have been no studies of the plastic accumulation on the seafloor offshore, below the areas where a high concentration of floating debris is observed.

Getting an idea of how much plastic has accumulated over such a long period of time in the Atlantic is crucial to the research field, says Goldstein, but the uncertainties it raises are just as key. "Why isn't there a trend in time? In terms of controlling marine debris, these are really important questions," she says.

link: BMW NNER 1.4.0| C168| DCAN interface| Compact4 star 2008| FLY100| Fly200| HDS| OBD2 OPEL TECH2| Star Scan| TOYOTA Tester2| VOLVO VCT2000| BENZ key Programmer| MVP Key Decoder 5.80V| GS500| BMW GT1|

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Tire Comparison Test: What Rubber Should You Choose?‌

2010/8/6 + aadd

Tires are a major investment, and one that drivers need to make decisions about each time a set wears out. Choosing a replacement tire can be like picking an air filter because there are so many choices, and tire dealers sometimes sound an awful lot like used-car salesmen. The simplest solution is to buy the same tires your car came with, and that's a good option—after all, the engineers designed the suspension to match the OEM rubber. But what if you want, say, more cornering grip or would like to save a few bucks? What do you get if you upgrade to larger diameter wheels? Now what? To illustrate the possibilities, we tested different types of tires—high-performance, low-rolling-resistance and the cheapest set we could find—against a baseline all-season. We also sampled a high-performance tire on 18-inch wheels, 2 inches larger than our test car's original units. Since tires massively contribute to how a car feels behind the wheel, we supplemented our instrumented tests with subjective analysis of all of the tires' behavior both on the track and on a variety of road surfaces.

All-Season

Michelin MXM4 205/55R-16 The MXM4 is new this year and thus has the latest technology. That's likely why it posted the best lateral dry grip, a result we didn't expect. In other tests, the tire was competent—typical for this genre. And don't believe the "all-season" name—they're okay in light snow, but you'll need snow tires for serious powder. On the plus side, these tires rode quietly and offered the smoothest ride of the group. With good overall grip and predictable handling at the edge of the handling envelope—wet or dry—this class of tire would be the right choice for most people most of the time.

High-Performance

Michelin Pilot Sport AS+ 205/55R16 Stepping up the performance ladder a notch or two lands at a tire like the Pilot Sport AS Plus. It's meant for drivers of high-end sports cars who want extra precision and grip, but not at the expense of bad-weather traction or reasonable wear. On the small test course, the tire outperformed the all-season in nearly every category and simply felt sharper. So it was more fun to drive. There are even higher-performing street tires—like the Pilot Sport PS2—but they're more expensive and wear out sooner, especially if you frequently explore the outer limits of the tire's performance envelope.

Plus-Two

Michelin Pilot Sport AS+ 225/45R18 A common upgrade on today's cars is to boost the diameter of the rim a couple of inches, add about half of that to the tread width and then reduce the sidewall profile enough to make the overall diameter the same. That's called a plus-two fitment. In theory, you get more grip from the extra rubber, as well as that all-important aura of style. In reality, sometimes this works. A lower profile, wider tire realizes all its benefits only in conjunction with upgraded suspension that can keep the extra rubber flat on the road. And that's exactly what we found on our plus-two Pilot Sports. It posted good numbers, but in aggregate it didn't outperform its smaller sibling. If we had tuned the suspension on the Bimmer to keep the tires more square to the pavement, no doubt the raw cornering numbers would have been better. Bottom line: Be sure your suspension and driving skills are up to cashing the checks that upsize tires and wheels can write.

Fuel-Saving

Bridgestone Ecopia 205/55R16 The Ecopia EP100 advertises lower rolling resistance, which increases fuel economy slightly. The compromise is reduced grip through the entire testing regime. These low-rolling-resistance tires are intended to stretch a gallon of gas as much as 5 percent, saving you money. It's achieved by using different construction internally and a new class of rubber compounds with less internal friction. We didn't have the opportunity to test for fuel economy, but Tire Rack has done so in the past, and it documented a 4 percent improvement on a Prius, over and above the Prius's already low-rolling-resistance OEM tires. This all comes at the price of something, and that's grip—these tires needed about a half-car length more distance to stop, potentially the difference between spilling your coffee and rear-ending the guy in front.

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Low-Cost Alternatives

Republic Enterprise 205/55R16 We walked into a tire store and demanded the cheapest tire they could get in our size. In all fairness, the counterman tried to up-sell us to a Kumho tire that was only about $25 more expensive. For that hundred bucks extra, we should have listened. Bottom line: We'd rather buy used tires, if we were that desperate. Sure, the numbers weren't terrible, but the lack of precision could make a sketchy evasive maneuver difficult for drivers of average skill.



We used Tire Rack's test facility in South Bend, Ind., which has an instrumented track with sprinklers—perfect for wet and dry tests. The company's own test results can be viewed at tirerack.com.

Test Procedures

Testing tires is a tricky business because there are so many variables. We measured braking, lateral grip and an autocross-type lap time in both wet and dry conditions. To minimize the effect of changing weather conditions and, ahem, driver error, we ran each test several times over the course of one day. For the braking tests, we drove a half-dozen max-effort full-ABS stops and averaged the results. Then we did a half-dozen pairs of timed laps around the handling track, discarding any laps with missed gates or clipped pylons. Once we had a half-dozen good sets, we discarded the best and worst laps and averaged the rest. Skidpad g's were calculated from times through a constant-radius section of the handling course, with similar refinement of the raw data. The next morning, we drove a 6-mile street loop on all five sets of tires. The loop had plenty of pavement variation, from smooth asphalt to coarse concrete, potholes and patched and tar-stripped concrete freeway blocks. This evaluation was completely subjective.

Bottom line: The raw lap times and skidpad lateral g's tell only part of the story. Far more important is the subjective feel of a tire, as well as other tangibles like noise, road harshness and, of course, price.

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2011 Mini Countryman Cooper S Test Drive‌

2010/7/26 + aadd

Hamburg, Germany-Insisting that the new Mini Countryman is not an SUV nor even a small crossover, the engineers at BMW have nonetheless emphasized both off-road ability and people/cargo-hauling utility to give Mini a more family-friendly and spacious offering. Back in the '60s, the original Mini Countryman was a wood-sided station wagon with only two doors, so the new four-door is the first such to wear the name. The new model, coming to America as early as next year, is not only longer but also taller and notably wider than the Mini Cooper Coupe, Cabriolet and Clubman models in dealerships today. By also expanding on feature offerings—including access to Web radio and other features via an iPhone link and Mini-specific app—and on personalization via paint and interior choices, the Countryman maintains Mini's hipness factor even as it makes room for child seats and trips to Costco.

The Specs

Arriving 10 years after BMW's original reincarnation of the Mini brand, the Countryman answers the need for a "step up" model dealers can offer to loyalists whose lifestyles may now include children, homeownership or other demands for a somewhat larger vehicle. It also has more ground clearance and a more upright seating position, which Mini refers to as a "semi command" view of the road. We don't think they mean you're only half in control, just that it's not as tall as a full-on SUV. With the optional ALL4 all-wheel-drive system, the Countryman is hardly an off-road adventurer but does pose fewer worries on dirt two-tracks through the woods or in slippery weather conditions.

Munich would deny this, but the cutesy pretensions that Mini is an "English" car are all but abandoned with this one—in its details, from the iDrive-like interface with the navigation screen to the array of electronic driving aids, the Countryman is the most BMW-like of Minis. This fact is emphasized—albeit unintentionally—by the introduction taking place in the countryside outside Hamburg. The Countryman won't even be assembled with its brand mates in Oxford but at the BMW Group's Austrian partner firm Magna Steyr Fahrzeugtechnik in Graz. This emphasizes that this is an all-new vehicle, not a stretched Mini, even as it hews closely to Mini exterior design and engineering traditions.

"Biggest-ever Mini" is a relative expression—even at a shade more than 4 meters long, at 161.8 inches the Countryman still casts a smaller shadow than a comparable 165-inch five-door VW Golf. The Mini-characteristic design pushes the wheels out to the corners, so the wheelbase is an inch longer than the VW's, and it's also a bit bigger at 70.4 inches wide and 61.5 tall, the latter figure incorporating both the raised roof rails (which enhance interior headroom) and a half-inch more ground clearance with the all-wheel-drive system (branded ALL4). Inside, the Countryman feels significantly less cozy than your standard Mini Cooper coupe—driver and passenger bang elbows less often, and the rear seat is a place where adults can sit for longer than a quick trip out to dinner. With a seats-up cargo capacity of 41.3 cubic feet, there's even enough luggage space for a week in the country.

ALL4 sends 100 percent of drive torque to the front wheels until it detects slip, whereupon the electronically controlled center couple sends torque rearward. It's not a high-speed system, though, and it shuts down at freeway speeds (140 km/h, or 87 mph).

Along with the new model comes an enhanced engine for the top Cooper S model, making 184 hp (versus 172 today) with a dual-scroll turbo, direct injection and variable valve timing to ensure that the performance enhancement does not cut into fuel economy. The combined rating in the European driving cycle for the Cooper S (the only model we drove) is the equivalent of 38.5 mpg, or a 9 percent improvement on the previous engine. We'd expect to see something in the mid-30s on the U.S. EPA test cycle, perhaps less with the automatic, though both the manual and automatic trannies offer six speeds.

2011 Mini Countryman Cooper S Test Drive Gallery

 

The Drive

We drove a pair of manual-transmission Mini Countryman Cooper S models several hundred miles over a couple of days in northern Germany. Whether at high speed on the limitless autobahn or crawling over sandy forest two-tracks, we found them much as the engineers and marketers suggested—bigger, heavier, all-wheel-drive Mini station wagons (except that marketers won't concede to the station wagon words any more than they would to SUV).

The good consequences of that would be evident in daily life, when the easier ingress and egress, larger cargo capacity and smoother ride from the longer 102.5-inch wheelbase would make the Mini a more livable proposition for many a small family. For the hardcore enthusiast drivers who have made up the bulk of Mini's buyers, it's more of a mixed bag. The taller ground clearance and softer springing made for more fore/aft pitch and roll in cornering. That's to be expected even if it makes the Countryman handle less like a go-kart and more like a five-passenger ATV. The one real objection we had was to the steering—as calibrated today, it delivers a very Mini-like sharp turn-in response immediately, followed by a less linear effect as the chassis rolls over and takes a set. A small initial steering input delivers a large effect, followed by less responsiveness as you negotiate a corner. Engineers said these preproduction models were still subject to final calibration, however, so we'll have to wait and see what we get when the car arrives in the U.S. market in early calendar 2011. There's also a "Sport" suspension option that lowers the vehicle nearly half an inch, and that, too, might be something to interest the "motoring" driver.

The Bottom Line

With that delivery date still so far off, neither final fuel economy nor pricing information is available, although we expect base prices to hover around $30,000 and go up from there. The Mini Countryman Cooper S will appeal most strongly to those who are already big fans of the Mini design and brand, which would include those moving up from previous Mini models or those who liked the idea but couldn't justify the inconveniences of the smaller models. It may have turbo power and all-wheel-drive, but it shouldn't be confused with the rally-inspired like of the Subaru WRX—the Countryman is a nimble, small car with upscale features and attributes, and we expect it will be priced accordingly.

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How to Build a Home Theater PC‌

2010/7/6 + aadd



The computer industry has been trying to sneak its way into the home theater since 2002. That’s when Microsoft first introduced Windows Media Center, a version of the company’s media player with a “10-foot” user interface—large type and simplified menus that could be read and operated easily from couch distance.

Apple followed in 2005 with Front Row, a Jobsian take on the 10-foot UI that was also used in the Apple TV. The computer-as-entertainment-device idea was compelling to technophiles (after all, people were already migrating massive amounts of music to their PCs), but it was a hard idea for most people to swallow back then. Dedicating a powerful, $1000-plus computer solely to TV duty was fine for the super-enthusiast, but computers at the time had few options for video (don’t I already have a DVD player?), plus cable boxes and DVRs were becoming more computer-like anyway, so the computer as video recorder was an awkward fit.

What a difference a few years can make. The price of a new computer has plunged so that a few hundred dollars is all that’s required to get up and running. Also, there has been an explosion of video content available online, and a full-fledged computer is the easiest way to get it to your HDTV.

But what do you really get for the money if you go out and buy a media PC? Besides, even if you want such a machine, how hard could it be to just build one yourself—getting more performance for the same investment? We’ve been wondering about this recently, so we tried it both ways, creating our own media-ready computer, and then slapping down some plastic to acquire one ready-made.

Comparing Costs

The innovation that has enabled dirt-cheap PCs is the dirt-cheap processor. With the ascendancy of the netbook in the past few years, chipmakers have rolled out hyper-efficient, low-cost pro- cessors such as Intel’s Atom series that are good for everyday Web browsing and other common computing tasks. Those bargain CPUs aren’t so good at rendering video, however, which is why many low-cost computers now add an Nvidia Ion graphics processor, which can output 1080p video. That Atom-Ion combo has begun to show up in “nettop” computers as well, which are small, relatively cheap boxes that plug into a TV through an HDMI interface. These are home theater PCs in a cute, new and far more affordable package.

How affordable? Well, at press time, the entry-level Acer AspireRevo 1600 was selling for as little as $200. But it’s not really a bargain—the 1600 is a poor excuse for a computer, with only 1 GB of RAM, a single-core CPU and Windows XP as its operating system. We wanted cheap, but not that cheap, so we opted for the AspireRevo 3610, which sells for as little as $330. The 3610 doubles the RAM to 2 GB, has a dual-core Atom processor, integrated Wi-Fi, a wireless mouse and keyboard and runs Windows 7 Home Premium. Additionally, its slim white frame is peppered with ports—eSATA, a four-in-one card reader, six USBs, headphone and microphone jacks, an optical audio output and, of course, HDMI—for maximum connectivity.

Could we do better by building our own machine? We started by matching the Acer’s main components. We found a $180 Zotac motherboard with the same Atom 330 chip and Ion GPU found in the off-the-shelf computer. Add in a Seagate 160 GB drive ($38), 2 GB of discount Rendition RAM ($40), an Athenatech ITX form-factor case with integrated power supply ($30) and a copy of Windows Home Premium ($110), and we had essentially the same computer as the Acer AspireRevo 3610, only bigger, uglier and $68 more expensive.

Okay, that didn’t seem worth it at all, so we tried again with the intention of making a truly better home theater computer. This time, we kept the Zotac board, put it in a far nicer SilverStone Sugo SG05-B mini-ITX case, beefed up the hard drive to a 7200-rpm 500 GB Western Digital Caviar Blue, doubled the memory with 4 GB of G.Skill RAM, and then blew the budget all to hell with a Panasonic slot-load Blu-ray drive. Total price: $742—more than double the AspireRevo 3610’s.

At least it didn’t cost much in terms of human effort. Building these small mini-ITX rigs is a far simpler affair than their larger ATX counterparts. Since the CPU, heat sink and GPU are all pre-mounted to the motherboard, most of the hard work is done for you. Everything can be assembled with a single screwdriver within 10 minutes. The longest stretch of the project was the half-hour we spent staring at the screen watching Windows install.

Performance Showdown

So did our extra horsepower make a difference? It certainly made the operating system work faster. The zippy drive and extra RAM in our home-built rig gave Windows speedier boot times and made basic performance snappier and more responsive, but none of our improvements could help with tasks that strain the Atom processor. Installing software, for example, was a slow and creaky proposition.

But, to step back for a moment, who cares about computing performance? The point of these machines is to play and stream HD video on a big, glorious TV screen. And both computers did a marvelous job playing movie files, including challenging 15 GB, high-bitrate .mkv files, which essentially are Blu-ray-quality compressed video. However, both machines also choked and sputtered occasionally when streaming HD video from hulu.com. Apparently the Flash-based online site presents another insurmountable strain to the Atom CPU, and the GPU can’t seem to pick up the slack.

Our rig certainly beats the Acer when it comes to playing Blu-ray discs, since the AspireRevo comes with no disc drive at all. But just as we started tapping our feet to a little victory dance, we found that newegg.com sells an Asus external Blu-ray drive for $150, which would bring that functionality to the AspireRevo and still cost $262 less than our creation. Nuts!

It’s worth noting, however, that Blu-ray players aren’t just a plug-and-play proposition for any home theater rig. For the time being, Blu-ray discs don’t play natively in Windows (although it is rumored that this might change). So you’ll need software such as Corel’s WinDVD or CyberLink PowerDVD 10. Expect to pay at least $50.

There’s also another potential video hang-up to prepare for. The codecs (plug-in software used by video playback programs such as Quicktime and Windows Media Player to decode media files) required to play many video formats aren’t natively built into Windows. You can download them one by one, or you can save yourself a lot of searching by downloading the free K-Lite Codec Pack from download.com.

Was It Worth It?

We’re tinkerers, but we have to admit it’s pretty hard to make the case for building your own home theater PC. Our build has space for extra drives and a separate graphics card if we wanted to do gaming, but that would certainly strain the low-powered CPU. Plus, anyone looking for storage capacity beyond the AspireRevo‘s 160 GB drive can always plug in an external drive.

When it comes to the core functionality of an entertainment PC, both computers did an equally admirable job of playing stutter-free video, streaming Netflix movies and pumping out music through our home theater system.

Whatever route you take, we strongly suggest a few modifications: First, don’t rely upon a mouse and keyboard (even if they’re wireless) to control your television PC. Spring for a Media Center remote control. You can get a cheap one for under $25, or you can buy the Star Trek–style Lenovo Multimedia Keyboard and Remote übercontroller for $60. These remotes are completely plug-and-play and require no software. And they make the Media Center’s 10-foot UI a far more browsable experience.

Which brings us to one final suggestion. Don’t use Windows Media Center at all. Instead, install either XBMC or Boxee. Both software suites, which are free to download, search your local drive and network for media, then display it in an easy-to-search way. Boxee, which is built on the XBMC framework, also reaches out to video and audio “channels” on the Web. XBMC in its native format is more flexible and customizable, but Boxee gets major points for ease of use. Both are light-years better than the Windows-native media UI.

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How to Stop Car Battery Drains: DIY Auto‌

2010/6/9 + aadd

 

Your car won¡¯t start. The battery is so dead that the dome light barely makes enough illumination to help you find the key slot, not that turning the key generates anything more than a muted click underhood.

Usually, a dead battery wouldn¡¯t be that big of a deal, right? Except your car is parked in an airport parking lot, it¡¯s raining, and your cellphone is dead. It¡¯s going to be a long, wet walk back to a pay phone to call AAA for a jump.

All is fine¡ªuntil the next morning when it¡¯s d¨¦j¨¤ vu. A quick boost from your battery charger gets your engine running, and a charging-system voltage test confirms that your alternator is charging. Further poking around doesn¡¯t uncover an obvious electrical issue. After charging the battery overnight, the car starts fine. But when left overnight without the charger, the car refuses to start. Conclusion: Something¡¯s draining the battery. You¡¯ve got parasitic battery drain.

Basics

Most vehicles draw some battery current when the key is off, thanks to the clock and the internal memory of engine computers, body-control modules and radio presets. Altogether, they draw a very small amount of current. Fifty milliamps would be a safe upper limit for this, although many vehicles will draw less. If you¡¯re not sure, look up the correct rating in the service manual.

To measure the car-off current draw, you¡¯ll need a multimeter capable of reading current, preferably one with a 10- or 20-amp capacity, but a 200 milliamp lower scale. You can find these for as little as 20 bucks. Start with a fully charged battery. Either make sure the doors are closed or wedge the door switch shut. Turning off the dome light isn¡¯t good enough¡ªon many cars, an open door will activate several circuits. (One example: Open the driver¡¯s door on some vehicles and the fuel-pump relay briefly activates, to prime the fuel injection for faster starting. After the initial surge, that circuit will continue to draw over 100 milliamps.) Unplug any power-draining cables from the lighter socket, such as a cellphone charger or GPS. Even if the device itself is unplugged from the charger, the plug may still consume a few milliamps of current. Got an ear-bleedin¡¯ stereo amp in the trunk? Pull the fuse, because it may be in standby mode rather than completely shut down.

One caution: If your radio or antitheft system requires you to input a code after the power is interrupted, better hunt it down now. It¡¯s likely that you¡¯ll need it. Don¡¯t let the dealer entice you to bring the car in and pay him to input it. The code should have been included with the owner¡¯s manual when you purchased the car.

Start hunting by putting your ammeter in series with the battery¡¯s ground circuit. (It¡¯s safer to meter the ground because if you use the positive side, it¡¯s easy to short the jumpers to ground, which makes sparks and burns up wires. Short the ground to ground and nothing happens.)

Disconnect the battery¡¯s ground cable and wire the ammeter in series between the battery terminal and the cable. Start with the meter on the highest range, probably 10 or 20 amps. Warning! Doing something silly, like trying to start the car or turn on the headlights¡ªanything that draws more than the meter¡¯s rated capacity¡ªcan blow the meter¡¯s fuse. Once you have determined that the current drain you¡¯re reading is safe, gradually reduce the meter¡¯s scale to the appropriate low range, probably 2 amps or 200 mA. You are now reading the parasitic drain on the battery. Some vehicles will show as little as 10 mA residual drain. Others, probably high-end cars with lots of high-end gadgets, will draw more. An important note: Some devices, like alarms and automatic-dimming lights, will draw substantial amounts up to 20 minutes after they¡¯re deactivated. So if the reading is high, wait a few minutes to see if it changes.

You¡¯ve determined you have excessive current draw from the battery. Now you have to figure out where. If it¡¯s not obvious, like the trunk light not going off, you have to get methodical. You can throw caution to the wind and start pulling fuses one at a time, until you see the excess drain drop off. Just be careful to get them back into the right socket.

Once you¡¯ve determined the high-draw circuit, there still may be a half-dozen loads, each individually innocuous but collectively sucking the lifeblood out of your battery.

To zero in on that circuit or circuits, first reconnect the battery ground, taking care to maintain continuity through the jumpers until the clamp is making good contact. Then remove the offending fuse and use the leads of the multimeter to jumper the fuse terminals. I¡¯ve got a set of dummy fuses¡ªall three sizes of blade-style and the old-fashioned glass ones¡ªwith attached leads that make this part simple. Next, with the help of the schematic diagram, disconnect each device on the circuit¡ªone at a time¡ªand check the meter. When the milliamp reading drops precipitously, you¡¯ve found the problem. It could be anything, but in my experience, the following are the most common.


1. Start with a fully charged battery. Be sure the radio and lights are shut off. Unplug your cellphone charger, GPS or laptop. Close the door or hold the domelight button down with a wedge. Remove the key from the ignition. Now use a jumper to bridge the battery¡¯s negative post to the clamp to preserve any memory and to keep from activating the antitheft code if your radio uses one.


2. Now you can put your ammeter in series with the post and clamp. When you remove your first jumper, the meter will read the current draw from the battery. Here, 610 milliamps is way too much for comfort.


3. Got a light in the glovebox? Maybe it¡¯s not turning off. Pop open the door and see if the bulb is hot, but don¡¯t burn your fingers. Perhaps the trunk light stays lit. You might need to get into the trunk and have someone you trust close you in to see if it¡¯s going out. Or just touch the bulb to see if it¡¯s hot. (The first way is more fun.)


4. Once we narrowed the parasitic drain down to a single circuit, we used this test cable, which plugs in to the fuse box (rahamtool.com) to patch our ammeter in to the circuit. Disconnect, remove or turn off all the loads on the circuit one at a time until you identify the culprit

Alarms

Aftermarket alarms are notorious for sucking even healthy, fully charged batteries dry within a few days. If you have any non-factory alarms, it¡¯s the first thing you should check. Be aware that there may be more than one connection to the car¡¯s electrical system, and some aftermarket installers may use, ahem, non-industry standard splicing techniques. So you may have to simply follow the alarm wires to see where they go. More expensive alarms tend to be less problematic, but maybe that¡¯s because more expensive alarms are installed by better, higher-paid technicians.

Stereos

OEM stereos are usually not problematic. Aftermarket stereos, the kind with giant, finned boxes and their own finger-thick wires directly wired to the battery, can be. With a power lead bypassing the car¡¯s electrical system, they go into standby mode, waiting for the main radio head unit to tell them to wake up. In standby, they¡¯ll draw only a milliamp or three. If they fail to go into standby, or if the DIP switches on the amp are set incorrectly, they can draw as much as several hundred milliamps, even though they¡¯re not producing any actual noise. Or music.

Proximity Keys

proximity key

Lots of new cars are available with proximity keys. They¡¯re a great convenience¡ªall you need to do is walk up to your locked car with the key in your pocket or purse. As you approach the door, the locks pop open automatically. Plunk yourself in the seat and, with the key still in your pocket, thumb the starter button and drive away.

Guess how these things work. There¡¯s a radio receiver that continuously listens for the key¡¯s frequency. When the receiver hears a signal at its assigned frequency, it wakes up to see if the key is the one that matches the car. That draws more current for a minute or two, until the receiver abandons the possibility that it¡¯s about to unlock the door for master.|car diagnostic| This might be an issue if you leave the car parked for many weeks without starting it. Imagine the confusion of a car parked near the elevator door in a busy parking structure. Every proximity key that walks past makes it sit up and beg, draining your battery for a few minutes. Soon, dead battery.

This issue is even more profound in the case of hybrids like the Toyota Prius. The key receiver operates on 12 volts, as do most of the accessories. More importantly, the 12-volt battery operates the main computer that controls everything else, like the door locks. The Prius starter, however, operates off the 280-volt traction battery¡ªbut the main computer has to be powered up for anything to happen. Since it doesn¡¯t have to start the engine, the 12-volt battery of the Prius is very small, 38 ampere-hours. So while a 64-ampere-hour battery in a normal car can last for weeks of a proximity receiver checking for the right key, the Prius battery can run too low within a few days. Bottom line: Turn off the proximity-key function, from the Prius¡¯s electronic dashboard, whenever you¡¯re parking it longer than overnight. It might be possible to do this on other vehicles as well. Check the owner¡¯s manual.

 

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How to Use an Auto Scan Tool‌

2010/5/6 + aadd

You're tooling down the road; it's a beautiful, sunny summer day, and to top it off, your car is running absolutely perfectly.

Perfectly, except for that Check Engine light shining like a beacon of bad news. What's going on? The car still runs well and idles fine. Maybe it's an electrical snafu. It's sure to turn itself off at some point,AD90|AD900|AK400| right? Which it does. And then it comes back, sort of at random. Now it's time to pass the state emissions inspection to renew your plates, and your car ain't gonna pass with that light on.

Back to Basics

In 1996 the EPA mandated that the computer interface for all vehicles sold in the United States meet a common standard.AK300|BENZ KEY PROGRAMMER |BMW KEY PROGRAMMER| This meant that aftermarket repair shops didn't have to buy a half-dozen different $2000-plus scan tools, one for each brand of car they wanted to work on.

The standard is called OBD II (On-Board Diagnostics, version II). The fuel injection, ignition system and automatic transmission on most modern fuel-injected cars and trucks are run by one or more computers. These monitor sensors that collect data from the engine and other systems all over the car. The computers send commands to the fuel injectors and ignition coils to fire the cylinders. They use the data to fine-tune the combustion process with the correct amount of gasoline and the correct ignition timing to provide efficient, clean combustion for good power,CAR KEY MAKER II GAMBIT|Fiat key programmer|Ford key copy vise| economy and low pollution. There are dozens of sensors, measuring such things as throttle opening, engine rpm, air and coolant temperature, crankshaft and camshaft position, and road speed.

It's a sophisticated, high-speed system with a lot of self-checks to keep your car running as intended for a long,Ford Mazda keymaker|Gambit programmer Car key master II|Hitag-2 key tool|Key code reader| long time. Tuneups are kind of outdated these days because this computer system self-corrects the fuel mixture and ignition at every crankshaft revolution. This is much better than it was decades ago, when you'd take the family bus down to the garage for that annual tuneup.

Sounds great, right? And it is--until there's a malfunction. Often, your first indication of anything awry in the engine room is that Check Engine light on the dash. The OBD II standard tags this light as the MIL (malfunction indicator lamp).|bmw gt1| When that light is on, it means that the PCM (powertrain control module) is seeing data from some sensor that, well, doesn't compute--it's far enough out of bounds that the PCM doesn't know what to do. So the PCM guesses what should be a good number to substitute for the sensor's erratic output and presses on, getting you home from work. It also illuminates the MIL so you'll know something just isn't right. In spite of this, your car should run surprisingly well, although you may notice a slight loss of power and increased fuel consumption.

There's more. The PCM also stores a diagnostic "trouble code" so a service technician has some clue where to look for the problem. Scan tools, used to check these codes, were long the province of professional technicians because they were expensive and dedicated to one manufacturer's vehicles--a scan tool for a VW, for example, wouldn't work on a Chrysler. Scan tools are now inexpensive enough for car owners to buy. Prices vary from 20 bucks or so for a mindless code reader that only shows trouble codes, to maybe $400 for full-featured, upgradable machines with computer interfaces and multiple languages. Or, you may just be able to borrow a scanner from the auto parts store for an hour or two.

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