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Description The QRD1113 and QRD1114 reflective sensors consist of an infrared emitting diode and an NPN silicon phototransistor mounted side by side in a black plastic housing. The on-axis radiation of the emitter and the on-axis response of the detector are both perpendicular to the face of the QRD1113 and QRD1114. The phototransistor responds to radiation emitted from the diode only when a reflective object or surface is in the field of view of the detector. Phototransistor Output No-Contact Surface Sensing Unfocused for Sensing Diffused Surfaces Compact Package Daylight Filter on sensor Schematic 2 3 1 4 PIN 1. Collector PIN 3. Anode PIN 2. Emitter PIN 4. Cathode Ordering Information Part Number QRD1113 QRD1114 Operating Temperature -40 to +85°C © 2005 Fairchild Semiconductor Corporation QRD1113 / QRD1114 Rev. 1.2.0 Package Top Mark Packing Method Custom 4L QRD1113 Bulk Custom 4L QRD1114 Bulk www.fairchildsemi.com 1 QRD1113 / QRD1114 — Reflective Object Sensor June 2013 Stresses exceeding the absolute maximum ratings may damage the device. The device may not function or be operable above the recommended operating conditions and stressing the parts to these levels is not recommended. In addition, extended exposure to stresses above the recommended operating conditions may affect device reliability. The absolute maximum ratings are stress ratings only. Values are at TA = 25°C unless otherwise specified. Symbol Parameter Min. TOPR Operating Temperature TSTG Storage Temperature TSOL-I Lead Temperature (Solder Iron)(1,2,3) 240 for 5 s TSOL-F Lead Temperature (Solder Flow)(1,2) Unit -40 to +85 260 for 10 s -40 to + 100 °C EMMITER IF Continuous Forward Current 50 mA VR Reverse Voltage 5 V PD Power Dissipation 100 mW VCEO Collector-Emitter Voltage 30 VECO Emitter-Collector Voltage SEMSOR PD V V Power Dissipation(4) 100 mW
Company Backgrounder WowWee, an Optimal Group company (NASDAQ: OPMR), is a leading designer, developer, marketer and distributor of innovative hi-tech consumer robotic and entertainment products. The WowWee group of companies maintains operations in Hong Kong; La Jolla,Carlsbad, California; Montreal, Quebec; and New York. Evolution The introduction of WowWee’s Robosapien™ robot in 2004 revolutionized the way we interact with entertainment robotic companions. One of the most popular entertainment robots in the world, with global sales of more than 5 million units, the Robosapien robot was the first commercially-available biomorphic robot – a fusion of technology and personality. The Robosapien humanoid product line evolved to include the Robosapien V2 robot, launched in 2005, which added functionality, including speech capability; and the RS Media™ robot, launched in 2006 and featuring a complete multimedia experience, allowing users to create and edit functions. The next generation, the RS Tri-Bot™ robot, a three-wheeled personality-packed companion equipped with different play modes for hours of entertainment, launched in summer 2008. With a focus on the development of breakthrough consumer robotic and electronic products, WowWee...
Changing the sixth generation Corvette Oil Difficulty: 2 out of 5. Time required: Plan on about 1.5 hours taking your time. Tools required: Ramps, Floor jack, Jack stand(s), 13mm wrench or socket, Oil filter wrench, lifting puck, wheel stops, shop rag. Materials required: 1 compatible oil filter, 6 quarts of compatible oil. Capacities are 5.5 Quarts with a filter change for the non-Z51 and 6 quarts with a filter change on the cars with the RPO Z51. Recommended oil is Mobil 1 fully synthetic 5W-30 (GM spec 4718M). Recommended Oil filter is GM UPF44 (2005), UPF46 (2006) UPF48 (2007-2009) If you have access to a lift you can skip to step 6. If you are doing this at home without access to a lift continue to the photos below. Step 1. Get the car up in the air. I use a couple of 2x4’s and my rhino ramps. The 2x4’s will give enough clearance to get up on the Rhino ramps without deflecting the side air dams. Step 2. Get yourself a little more clearance on the driver’s side for easier access to the oil drain plug and filter. Once I have the car up on the ramps I take my floor jack and jacking puck and raise the drivers side further. Don’t forget to block the rear tires once you have the car up on the ramp. Step 3. Get yourself some extra room. Once the jack is in place and the car is up out of the way I will turn the ramp around so that you have easy access behind the tire. Step 4. Place a jack stand up front under the frame support and lower the car back down. Now that the car is lifted and safely supported you can begin the process of changing out the oil. Step 5. Place your oil pan under the drain plug. I like to use a piece of cardboard under the drain pan to collect any oil that may miss the pan during the process of removing the...
WIRING INFORMATION 1990 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+) HORN TRIGGER (-) LEFT FRONT WINDOW UP LEFT FRONT WINDOW DOWN RIGHT FRONT WINDOW UP RIGHT FRONT WINDOW DOWN WIRING INFORMATION 1991 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+) HORN TRIGGER (-) LEFT FRONT WINDOW UP LEFT FRONT WINDOW DOWN RIGHT FRONT WINDOW UP RIGHT FRONT WINDOW DOWN WIRING INFORMATION 1992 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+)
2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata SYMPTOM TROUBLESHOOTING WIRING DIAGRAM [LF] Microsoft Thursday, July 09, 2009 2:42:09 PM 2:42:15 Page 1 © 2005 Mitchell Repair Information Company, LLC. 2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata Fig. 1: Symptom Troubleshooting - Wiring Diagram [LF] (1 Of 2) Courtesy of MAZDA MOTORS CORP. Microsoft Thursday, July 09, 2009 2:42:09 PM Page 2 © 2005 Mitchell Repair Information Company, LLC. 2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata Fig. 2: Symptom Troubleshooting - Wiring Diagram [LF] (2 Of 2) Microsoft Thursday, July 09, 2009 2:42:09 PM Page 3 © 2005 Mitchell Repair Information Company, LLC. 2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata Courtesy of MAZDA MOTORS CORP. FOREWORD [LF] When the customer reports a vehicle malfunction, check the malfunction indicator lamp (MIL) indication and diagnostic trouble code (DTC), then diagnose the malfunction according to Fig. 3 : If a DTC exists, diagnose the applicable DTC inspection. (See DTC TABLE [LF] .) If no DTC exists and the MIL does not illuminate or flash, diagnose the applicable symptom troubleshooting. (See QUICK DIAGNOSTIC TABLE [LF] .)
The Chernobyl accident, which occurred on 26 April 1986, led to the contamination of vast expanses of land in Europe and in particular the three former-USSR Republics of Ukraine, Russia and Belarus, as well as Norway, turning the lives of a large part of the population in these countries on end. The extent of the disaster’s damage brought about greater awareness of the difficulties inherent in managing the accidental and post-accidental impacts of such an event. It is vital that every lesson be learned from this disaster, in particular to analyse its impacts on the lives of the populations affected. In France, in the years following the accident, a number of protective actions designed to mitigate the immediate radiological impacts of an accident for the populations were first set out for the emergency phase. They are regularly tested through crisis drills in which the at-risk populations are involved. In 2005, the National directorate for nuclear safety and radiation protection (DGSNR) which has since become the Nuclear safety authority (ASN), established a Steering committee for the management of the post-accident phase of a nuclear accident or a radiological emergency (CODIRPA), at the request of the Government. This process involves a large number of stakeholders affected by post-accident management: the public authorities, operators, associations, experts, etc. This decision to take advance action, which proceeds from a far-reaching protection approach, is intended to improve protection for human beings and the environment as regards the consequences of a possible nuclear accident that might bring about contamination of the land. The approach taken by CODIRPA has resulted in the development of policy elements for post-accident management in the event of a nuclear accident of medium scale, causing short-term releases, shown in this document. These policy elements are based on the international principles of radiation protection, as well as on the figures highlighted during the research carried out by CODIRPA participants. They also include management objectives along with a variety of actions through which these can be attained, in order to address a situation that is by nature extremely complex, due to the many topics to be addressed and the number of stakeholders involved.
P R O D U C T I N F O R M AT I O N ENGINE The heart of the new Daytona is its new engine, which brings more performance and a subtly new character too. The key change is the wider bore and shorter stroke dimensions, allowing a higher 14,400rpm rev limit to gain more power and a broader spread of usable revs. Facilitating this is the new block, separate from the upper crankcase and with ceramic coated aluminium bores so it can be made stronger to cope with the higher pressures. Power is up 3PS to 128PS (126bhp, 94.2kW), peaking earlier at 12,600rpm and revving on for longer. The torque maximum is 2Nm higher at 75Nm (55.3lb.ft, 7.63kgm), with an increase across the rev range. CHASSIS The new Daytona 675 frame uses fewer sections in its construction for a cleaner, stronger design and has sharper geometry and a shorter wheelbase to make full use of the revised mass distribution. The rear subframe, constructed from high pressure die cast aluminium, not only looks fantastic but contributes to the slim sharp design at the rear of the bike. SILENCER The exhaust system is a compact and purposeful new unit that neatly sits beneath the engine. This helps to centralise the bike’s mass and move the weight forward, key factors in making the new Daytona even more agile and yet more stable at speed too. TRANSMISSION The transmission features a new slip-assist clutch to provide a lighter lever action and help prevent rear wheel hop under heavy braking. This is aided by the engine management which opens the throttle butterflies to reduce engine braking.
Wagner ThermoQuiet® Ceramic NXT Brake Pads Wagner ThermoQuiet® was developed to solve consumers’ leading complaint about brake components – noise. ThermoQuiet® brake pads feature an exclusive Integrally Molded Insulator (IMI™) technology. The IMI™ eliminates the need for a conventional shim to dampen the brake noise. This breakthrough design dissipates the heat and vibration for a quieter performance. The laser-shaping feature for each system optimizes pad-to-rotor interface which gives you maximum stopping power. The advanced friction formulations are precisely matched to the unique characteristics and demands of each application, providing a longer pad life and less brake dust. The brake materials are validated using the most stringent testing in the industry at Federal-Mogul’s global R&D facilities and through their close working relationships with leading automotive manufacturers. The next generation of Wagner ceramic brake pads combines the IMI™ technology and application-specific Laser Shaping with Federal-Mogul’s proprietary new CeramicNXT formulations. The latest in braking innovation from Federal-Mogul is the Wagner ThermoQuiet® with CeramicNXT. It offers superior stopping, quieter braking, longer pad life, and less brake dust. Watch TechTalk™ by Federated Auto Parts this season on Two Guys Garage. Scan the code below to view this Federated TechTalk™ tip in full. At the core of each ThermoQuiet® CeramicNXT formulation is Dynamic Noise Absorption™ technology, which targets and absorbs vibration at the point of contact for even quieter braking. These formulations also feature thermalsensitive properties that adapt to a wide range of...
as seen on Have you ever bought brake pads and wondered what you’re actually getting? Wagner and Federated Auto Parts have teamed up to make sure you get the right pad for your vehicle, formulated with the right material to meet your driving needs. SST™ Brake Pads by Wagner are provided by Federal-Mogul, the world’s largest supplier to OEM and the aftermarket. Federal-Mogul’s unique experience and insight into each brake system’s requirements ensures the ideal friction material is utilized in every SST™ application. SST™ Brake Pads by Wagner provide exceptional overall performance comparable to original equipment – from the first stop and throughout the life of the pad. Formulations are tested on a wide range of driving styles and road conditions to ensure overall braking performance. With specially formulated brake pads for the Domestic, Asian, European, and Fleet / Police markets, FederalMogul offers a full line of aftermarket brake pads for the exacting consumer. Watch TechTalk™ by Federated Auto Parts this season on Two Guys Garage. Scan the code below to view this Federated TechTalk™ tip in full. S003 - E005 SST ™ by Wagner SST™ Brake Pads are engineered with System Synergy Technology™ by Wagner® Brake Products. System Synergy Technology (SST™) is an OE-based design and manufacturing method ensuring that the interaction of all brake components are maximized for premium system performance. SST™ delivers the optimal controlled braking solution for each vehicle.
Model Evaluation Judged on the drivability of their respective powertrains, we’d have to give the edge to the Moto Guzzi. Despite BMW’s improvements to its fuel injection, finally banishing the infamous “surging” problem to the history books, the new counterbalanced Hexhead engines still have significant driveline lash, which can be felt strongly with any throttle openings and closings at rpm below 4000 (most of the time). You quickly learn not to change the throttle in corners. By comparison, the Guzzi’s Marelli injection is not at all abrupt with throtby Dave Searle tle transitions, and its final drive has very effective shock dampers on both ends, which suppress lash. Except for some clashing in the driveline which can still be felt at very low rpm, the Guzzi is extraordinarily smooth running and feels completely devoid of lash. You adjust the throttle as you flow with the road, without negative effects, just as you do the steering and brakes. Building on the advantage, the Guzzi’s transmission is also exceptional, with very short shift lever travel and buttery smooth gear changes. Blipping downshifts on the Norge is so easy and intuitive partly because the engine’s throttle response is so perfectly matched to the job. And don’t underestimate how constantly satisfying such effortless shift quality can be, particularly on a winding road, where matching drive and engine braking to the road makes such a difference to performance and rider control, subtly transforming a good ride into to a great ride. The BMW uses a bore and stroke of 101mm x 73mm to make 1170cc, while the Guzzi’s bore/stroke measures 95mm x 81.2mm to displace 1151cc. Note that Guzzi’s 90° vee doesn’t put such a penalty on engine stroke as it doesn’t have to worry about cornering clearance to wide-set opposed cylinder heads like the BMW. And while the BMW’s shorter stroke and four-valve heads, vs. the Guzzi’s two-valve types, might be expected to have a rev-range advantage, the BMW has the lower redline instead, 7500 on the RT’s rev limiter vs. 7800 at the Guzzi’s indicated redline plus the ability to climb even higher—the dyno measured 8250. In addition, the Guzzi’s lower first gear pulls harder and makes it easier to launch. Both bikes also share automotive-style dry clutches which aren’t ideal for hot starts, and the BMW’s taller gearing means it has to work harder. Compared to its cousins the Breva and Griso, the Norge has shorter gearing overall, with a 1.45:1 primary drive ratio, to the Griso’s 1.38:1 or the Breva’s 1.31:1 (all other ratios being the same).