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I unplugged the oxygen sensors, and then a bunch of oscillations smoothed out; the driving became better. It looked like this was a big factor. Then, I reconnected the oxygen sensors, power-cycled the ECU, and the system remained non-oscillatory :rolleyes: Intermittent borderline problems...

Well now it's two engines (on two different platforms), but the engines are similar. They are 1L, 2 cylinders, 4-stroke, idle around 1500 RPM, rev limit around 8000. With the OEM calibration, cruise was in the 4000+ RPM range, but some users could perceive this as buzzy/unpleasant. I am trying...

After a few weeks on another project, I was able to return to this topic! Varying the CVT ratio didn't have much effect on the shuffle. Yes, it seems to be related to this! The engine calibration has an Eco/Sport mode selection. Changing between those two calibrations (presumably with some...

In a semi-related topic, an overly sensitive throttle and strong engine can cause driver-induced oscillations, where acceleration causes the driver's foot to lift off the pedal, then the wheel torque is reduced, the driver's foot falls backs on the pedal, and so on. This can be worse on bumpy...

What are you getting at with the powertrain configuration? The number of gear reductions, shafts, joints, and opportunities for backlash? Whether the torque that acts on the engine mounts is equal to engine torque, or if it is also multiplied by the transmission and/or final drive? I don't...

Good guess! It's happening at about 2.5 Hz. I don't have direct access to the tonewheel sensors, only through their respective modules and the CAN bus, but since the oscillation is a fairly slow phenomenon, the speed information available through the CAN bus might be fast enough. Suppression...

I think this is called "shuffle". The nearly brand-new vehicle did not oscillate with its factory transmission. When we fitted a prototype transmission (also a CVT) to it, the oscillations appeared. Nothing else changed; same engine/diff mounts, same tires, same half-shafts, etc. I have full...

Sometimes, when driving slowly with near-zero torque (torque converter locked up), there can be an unpleasant bucking sensation in the car as the engine inertia oscillates with the driveline lash and compliance. I do not think that consumers would accept this behaviour anymore. How are these...

I'm pretty sure I know which application you're talking about [wink] The driven spur gear has a simpler shape, so it is perhaps easier to think about things from the perspective of the spur gear. On the face of the spur gear, there is a contact point (you must find this point). At the contact...

Is this meant for regular slippage, or only intermittent duty as a "fuse"? For intermittent duty, you may consider a tolerance ring. The tolerance ring uses grease on the friction surface, so you don't have to worry about grease contamination.

I would look into making the pedal longer if possible, to increase the travel of the pedal. Or, arrange the pedal such that it swings through a greater angle. It is possible that it's the peak force which is tiring, not the work. Performing the same work, but over a greater distance may be...

I work for an automotive (mostly) tier 1 supplier, so I am aware of the need for poka-yokes and the trouble that complicated designs/procedures can bring to production. I was a child in the 90s, so I don't know much about that era, besides what I've been able to pick up doing...

Were wheels produced with a single (nominal) dimension of runout (perhaps optimized for a certain statistical variation of tire uniformity), or were there different part numbers, with each part number having a slightly different runout dimension?

Are the conical/tapered lug holes also machined off-centre in this idea? If the bore moves, but the lug holes do not, then that offset would created unwanted stresses in the lug studs. Were the lug nut seats flat in this idea? **************************************** If a wheel's off-centre...

So, if I understand correctly, the forging vendor is not responsible to meet the 50-60 HRC core hardness requirement which exists only on the finished part print.

What do you order from the vendor? A finished part (with associated core hardness spec), or a forging (with ill-defined hardness)?

I agree with the interpretation of your vendor of checking surface hardness. It sounds like your print didn't adequately describe the part you need, so you received something slightly different than your expectations.

You probably need to guess at the load path as MintJulep suggested. Then, make a free-body diagram of the clamp piece, and work out how much screw force you need to keep things in place. ******************************************************************************** I often use this screw...

So far, I've looked at the article When Splines Need Stress Control by Dudley in order to evaluate strength. Due to the wide and stubby nature of spline teeth, Dudley does not suggest evaluating bending strength of spline teeth. Instead, he suggests evaluating for the possibility of shearing on...

I have a shaft of a given diameter, and I want to make a spline joint with a female mating part. The joint is subject to torque which is always changing direction, so fatigue is a concern. I'm using DIN 5480 as a reference, but I don't think it matters too much for this discussion. I can use...