Familiarize Diesel Fuel Engine

Automotive Diesel Fuel Engine

A diesel engine (also recognized as a compression-ignition engineand every now and then capitalized as Diesel engine) is an inside ignitionengine that uses the heat of compression to commence ignition to burn the fuel,which is injected into the combustion chamber during the final stage ofcompression. This is in compare to spark-ignition engines such as a petrolengine (gasoline engine) or gas engine (using a gaseous fuel as opposed togasoline), which uses a spark plug to ignite an air-fuel blend. The dieselengine is modeled on the Diesel cycle. The engine and thermodynamic cycle wereboth developed by Rudolf Diesel in 1897.

The diesel engine has the highest thermalefficiency of any regular internal or external combustion engine due to itsvery high compression ratio. Low-speed diesel engines (as used in ships andother applications where overall engine load is relatively unimportant) oftenhave a thermal efficiency which exceeds 50 percent.

Mio Automatic

New Yamaha Mio Automatic

New Generation model is packed with light-commuter functions.
Yamaha MIO, with its slim and yet imposing body, is a light city commuter that delivers agile driving performance and excellent convenience. Thanks to its air-cooled 4 cycle SOHC 2 valve single cylinder CVT engine mounted on a newly designed pipe frame, it fulfills our aim to developing a "vehicle that is fun to ride" for our target customers, teenagers and the young casual segment. We designed this model for excellent handling ease and a sense of acceleration which were not available in its predecessor.

SPECIFICATIONS

Over length x Width x Height - 1,820 mm x 675 mm x 1,050 mm
Seat Height - 745 mm
Wheel Base - 1,240 mm
Minimum Ground Clearance - 130 mm
Dry (without oil and fuel) / Wet (with oil and full fuel tank) - 92 kg / 95 kg
Engine Type - Forced air cooled 4 stroke, SOHC, 2 valve
Cylinder Arrangement - Single Cylinder
Displacement - 113 cubicCM
Bore and Stroke - 50.0 mm x 57.9 mm
Compression Ratio - 8.8:1
Max Horse Power - 5.98 kW (8000 r/min)
Max Torque - 7.53 N-m (6500 r/min)
Starting System - Electric Starter and Kick
Lubrication - Wet Sump
Engine Oil Capacity - 0.9 L
Fuel Tank Capacity - 3.7 L
Carburetor - NCV24
Ignition System - DC-CDI
Primary / Secondary Reduction Ratio - 3.133 / 3.231
Clutch - Dry, centrifugal automatic, Coil spring
Transmission - V belt automatic
Gear Ratio - 2.399 - 0.829
Frame Type - Steel tube underbone
Caster Angle / Trail - 26.5 degree / 100 mm
Tire Sizes - Front 70/90 14M/C 34P
                  Rear 80/90 14M/C 40P
Brake - Front / Rear - Single Disc / Drum
Suspension - Front / Rear - Telescopic Fork / Unit Swing
Headlight - 12v, 32/32w x 1

Nouvo Z Automatic

Nouvo Z Automatic

The NOUVO, which was born in 2002 to fulfill our mission of creating "ASEAN's Best Commuter," has reached new heights.
With its quality finishing and large 16 inch wheels, the new NOUVO for the filipino market will deliver excellent driving performance. While inheriting many of the features of its predecessor, it receives engine upgrades, a new rear suspension, and a futuristic new design. These and many other refinements enhance the new NOUVO's potential as ASEAN's Best Commuter. This is a very attractive product indeed.

SPECIFICATIONS

Overall length x width x height - 1,935 mm x 675 mm x 1,990 mm
Seat Height - 770 mm
Wheel Base - 1,280 mm
Minimum Ground Clearance - 135 mm
Dry (without oil and fuel) / Wet (with oil and fuel) - 103 kg / 108 kg
Engine Type - Forced air cooled 4 stroke, SOHC, 2 valve
Cylinder Arrangement - Single Cylinder
Displacement - 113 cubicCM
Bore and Stroke - 50.0 mm x 57.9 mm
Compression Ratio - 8.8:1
Max Horse Power - 6.54 kW (8000 r/min)
Max Torque - 8.62 N-m (7000 r/min)
Starting System - Electric starter and Kick
Lubrication System - Wet sump
Engine Oil Capacity - 0.9 L
Fuel Tank Capacity - 4.8 L
Carburetor - BS25
Ignition System - DC - CDI
Primary / Secondary Reduction Ratio - 3.133 / 3.583
Clutch - Dry, centrifugal automatic, Coil spring
Transmission - V belt automatic
Gear Ratio - 2.399 - 0.829
Frame - Steel tube underbone
Caster Angle / Trail - 25 degree / 112 mm
Tire Sizes - Front - 70/90 16 36P
                  Rear - 80/90 16 43P
Brake Front and Rear - Single Disc / Drum
Suspension Front and Rear - Telescopic Fork / Unit Swing
Headlight - 12v, 25/25w, x2

Yamaha Raider R150

Yamaha Suzuki Motor Raider R150

 Suzuki raider R150 revolutionizes itself as it gives the rider one step closer to riding a true Suzuki GSX-R.
History repeats itself as the new Suzuki Raider emerges far ahead of the competition as the nation's top-class sporty underbone motorcycle, the leader of the pack.

GSX-R INSPIRED DESIGN
Inheriting its design from the GSX-R Lineage, the new Suzuki Raider R150 boasts of a new headlight design, further developing the original GSX-R headlight concept of the previous model. Along with that important features and its new body coolworks, comes with a new seat contour and new muffler design. It comes with the ECO or POWER Mode with a bright shift timing light indicator for that easier shift timing. And the enhanced tachometer backlight improves tachometer visibility.
 
SUPERIOR AND RELIABLE DOUBLE OVER CAMSHAFT, 4 VALVE, 6 SPEED, 150CC ENGINE
It will always give that class-leading speed, power, and torque output because of its advanced engine technology. It is set to give class-leading overall engine performance that will surely stand out and lead the competition.
THE LEADER OF THE PACK, REBORN!

SPECIFICATION

Engine Type - Twincam 4 valve, 4 stroke
Bore X Stroke - 62.0 mm x 48.8 mm
Displacement - 147.3 cc
Compression Ratio - 10.2:1
Carburetor - Mikuni BS 26-187
Ignition - DC - CDI (DIGITAL)
Starting - Electric and Kick
Lubrication - SALCS (Suzuki Advanced Lubrication and Cooling System)
Transmission - Clutch - Hydraulic with Multi Layer Gear - 6 speed constant mesh (1 down 5 up)
Suspension - Front - Telescopic Shock Up Rear - Swingarm with mono shock up
Tires - Front - 70/90 - 17 38P Rear - 80/90 - 17 44P
Brakes / Sizes - Front - Disc Rear - Disc
Fuel Capacity - 4.9L
Overall Length - 1,940 mm
Overall Width - 652 mm
Overall Height - 941 mm
Wheel - Mag Wheel
Ground Clearance - 135 mm
Seat Height - 760 mm
Dry Weight - 106 kg 

 

IT talents in Sweden

For my Swedish readers:

Skill har skickat ut enkäten till studenter vid samtliga svenska lärosäten som har IT-utbildningar. 1140 IT-talanger har besvarat enkäten och det är deras svar som ligger till grund för denna rapport. Av de som har svarat är 20% kvinnor och 80% män. IT-talangerna är 27 år i snitt och åldersspridningen är mellan 19 och 54 år.

Improving quality with well-written requirements

I discussed with a colleague about how to improve specifications and we agreed that one of the actions that would yield quality improvements with very little investment was to educate people in our organisation on how to write good requirements.
Unfortunately such a course is not available internally at Volvo Cars (don't ask me why). But a search found some useful pages that could serve as an introduction:

• The Story of the Paperclip: Writing Good Functional Requirements from StartupCTO
• Writing Good Requirements – The Big Ten Rules from Tyner Blain
• Writing good requirements is a lot like writing good code by Jim Heumann, IBM
• Writing Good Requirements (A Requirements Working Group Information Report)
• SMART Requirements by Mike Mannion and Barry Keepence

Is software engineering immature?

Is software engineering an "immature" engineering discipline? I have often heard this both in presentations and in reading, for example SEMAT states on the homepage:

"Software engineering is gravely hampered today by immature practices."

If I draw parallels between software engineering and civil engineering (arguably the most mature engineering discipline) my spontaneous conclusion was: Yes, software engineering seems to be more like how cathedrals were built in medieval times. The construction of them were based on rules of thumb and the practical skills and experience of architects and stone masons instead of the type of engineering practices taught at universities today. Interestingly enough, one can still see the "successful" cathedrals still standing several centuries later. But it would have been impossible for the architect of  Lund Cathedral to build something like the nearby Turning Torso. So the engineering in civil engineering has certainly "matured".
But where is software engineering failing? Everyone has heard of software projects running over time, over budget or have not been used as intended (or not used at all). But wait a minute! Exactly the same thing is common within civil engineering as well. There are many examples from a single contractor renovating a small house up to world known buildings such as the Sydney Opera House:

"The original cost estimate in 1957 was £3,500,000 ($7 million). The original completion date set by the government was 26 January 1963 (Australia Day).[16] Thus, the project was completed ten years late and over-budget by more than fourteen times."

So in this respect software engineering is as immature as other engineering disciplines.
So what is the fuss about? I agree that there is no consensus in the software community on how to do the equivalence of structural mechanics calculations or stress tests. Are we more hampered by this lack of consensus on how to do engineering tasks than by the difficulty to run large projects, which seem to be common to other engineering disciplines?