zeronoo

daca masina a avut xenon...ar trebui sa fie totul la loc, nu vad cine si-ar pierde timpul sa demonteze sistemul de senzori de nivel...e stupid si neproductiv...

nu am cautat ceva, postul meu s-a referit strict la: "Pai, alternatorul baga de nebun curent in baterie; nu este si el izolat/..invitat de vreun releu cand sa bage curent si cand se abtina...???Aadica, vroiam sa spun, trebuie sa fie acolo vreun modul de control al incarcarii, gen closed-loop.., in sensul de a permite incarcarea... sau nu.<br style="color: rgb(28, 40, 55); font-size: 13px; background-color: rgb(250, 251, 252);">Dar si acesta nu este nevoie sa fie activ decat cand functioneaza motorul pentru ca numai atunci alternatorul functioneaza, implicand si diodele de care vorbesti, pentru ca vorba aceea ele convertesc curentul AC in DC, nu?": restul e cancan... p.s. 1. traducerea ta e departe de adevar...BSD nu e un sistem ci un semnal prin care DDE comunica (printre altele) cu alternatorul: rolul semnalului este de a comanda curentul de incarcare in functie de necesitati si de regimul motorului 2. in cazul de fata sunt aproape convins ca problema e in alta parte, repet: postul meu a fost strict la afirmatia ca nimeni nu controleaza incarcarea...

coding in GM

faruri originale bune + (eventual) coding

si a dat jos senzorii?

mufele sunt identice ca si forma si numar si pinout la e46 - xenon / halogen, comp de lumini se poate coda pe xenon cu leveling manual

Extras din TIS: "BSD interface to alternator The alternator with its BSD interface supports active communications with the engine-management control unit. The alternator is not directly connected to the charge-indicator lamp, but rather to the engine-management control unit. The alternator can detect various defects and malfunctions. Function For the alternator with BSD interface, the following functions are implemented in the engine-management control unit: - Alternator activation and deactivation based on parameters defined in the application - Definition of the maximum approved load factor for the alternator - Control of the alternator's response to demand spikes (Load Response) - Calculates alternator torque based on the proportion of total capacity being used - Diagnosis of the data wire between the alternator and the engine-management control unit - Stores alternator faults in the fault memory - Activates the charge indicator lamp in the instrument cluster via CAN Use of an alternator equipped with a BSD interface does not change the charge indicator lamp's display concept relative to that employed with earlier alternators. The system ensures that the alternator continues to discharge its primary function even if communications between the alternator and the engine-management control unit are interrupted. Potential malfunctions The following possible defects and malfunctions can be identified based on DTC entries: - Controlled load reduction at high temperatures: The alternator is overloaded and the alternator voltage is reduced as a precautionary measure; it remains at a reduced level until the alternator has cooled. The charge indicator lamp does not light up - Mechanical fault: The alternator is physically seized or the belt drive is no longer operational. - Electrical fault: Defective field diodes, interruption in generation of field current, overvoltage. - Communications failure: Defect in wiring between engine-managament control unit and alternator. The following cannot be detected: Open winding or short circuit Charge indicator light The signal activating the charge indicator lamp is transferred to the instrument cluster on the CAN. The charge indicator lamp comes on in response to mechanical and electrical faults (see above). Identification The above-cited calculation of an alternator's torque and of the proportion of this alternator's capacity being used display substantial variations according to the type (output) and manufacturer. This is why the engine-management control unit receives these data from the alternator. The engine-management control unit adapts its calculations and operational specifications to the precise type. Objective Precise caculation of alternator torque draw and control of the load-response function support a good engine idle Controlling alternator voltage based on setpoint data from the engine-management control unit allows the system to maintain a satisfactory charge balance for the battery."

cam prea buna valoarea...sa nu fie gaurit, daca ai valori relativ la fel de mici la 2000 si 4000...posibil sa fie gaurit

modul, modificare wiring, coding

valorile sunt diferite in functie de motorizare / varianta, scrie in ista in procedura cat trebuie sa fie valoarea maxima...

sterge tot, vezi ce ramane si pleci de acolo...

lantul se rupe in primul rand in functie de numarul de porniri nu neaparat de km...la masinile cumparate din romania de noi au fost cazuri si la sub 100k km, pentru ca au nr de porniri foarte mare relativ la numarul de km...de asta nu e neaparat o regula cu km, pe de alte parte lantul se poate rupe fara sa faca niciun zgomot, exista procedura in ista (destul de imprecisa) de a verifica daca lantul e f intins, o verif mai precisa se poate face cu osciloscop dar nu exista metoda infailibila de control, daca lantul a suferit intinderi repetate doar pe o zona restransa se va rupe devreme si fara sa fie foarte alungit

+1 unul dintre cei mai buni din zona!

care din cele 2 variante ai la mufa la camera?

doamna stie ea ceva...din 07.2012 se fabrica modelul pentru kafas2 care se pune si pe facelift

ce masina / an ai daca ai camera cu modul (TRSVC), atunci problema e de la modul nu de la camera(dupa cum se vede in poza), vezi sigurante, apa, etc

fibra musculara?

la asa pretentii...probabil nimeni...oricum, garantie o sa ai doar pe piese / manopera - asta in cazul in care schimbi tot ce zic ei ca trebuie schimbat, nimeni pe planeta asta nu o sa garanteze total pentru un produs reparat iesit din garantie de cine stie cati ani...

...si unde ar trebui sa codeze liniile astea din moment ce el nu are combox?

nu ai combox la anul ala de fabrica

ce an e masina, cic de fabrica?

ai nevoie de si de combox nu doar de cic pentru bt audio

"RegenerationThere are two kinds of regeneration: Continuous regeneration: This form of regeneration takes place during normal driving. At exhaust-gas temperatures of between 280 and 350°C, continuous regeneration takes place in the form of a slow oxidation process. The soot particles cannot be incinerated until the exhaust gases reach the required temperature.Periodic regeneration: Periodic regeneration is performed automatically by the DDE after no later than 1000 km (600 miles). On vehicles with many short-distance drives, periodic regeneration already starts taking place after just 400 to 800 km (250 to 500 miles). For regeneration, the intake air is reduced by the throttle valve. One or two subsequent fuel injections are carried out. This increases the exhaust-gas temperature to about 600 °C. The soot is incinerated with the residual oxygen. The periodic regeneration is performed at all speeds. The most efficient method is regeneration at a constant speed in excess of 60 km/h (38 mph) over a period of 20-30 minutes. The DDE calculates the time for periodic regeneration from the following values: average distance travelledaverage driving speedtemperature in the diesel particle filterValues of the exhaust gas pressure sensorThe last successful regeneration can be read out by the diagnosis system. The following conditions must be fulfilled for a regeneration: The coolant temperatur must be in excess of 75 °CThe exhaust-gas temperature before the diesel particle filter must be greater than 240 °C.There must be enough fuel (fuel reserve indicator light does not light up). Whenever the fuel reserve indicator light lights up, the regeneration process is suspended.No fault codes from the air mass system, exhaust emission system and sensors must be saved in the DDEThe fault codes 480A or 245700 (from F01) and 481A or 245800 (from F01) must display the status "currently not present".Constant driving speed above about 60 km/h (approx. 38 mph). The optimum speed is about 100 km/h (approx. 60 mph)."

320 - 328 difera pistoanele si rata de compresie (cel putin)

nu, ai nevoie de un modul bluetooth compatibil cu e39, e46, e53 (IBUS)