So Fix it

Several models of Dodge cars, from near compact to full-size models, were available in 1977. The company used three engines to power them: a slant six-cylinder engine and two V8 engines.

Engine Types

The inline six-cylinder engine had a displacement of 225 cubic inches and could produce 90 horsepower and 170 pound-feet of torque, or pulling power. One of the V8 engines was a 318-cubic-inch motor that produced 135 horsepower and 235 pound-feet torque. The 359-cubic-inch, V8 engine was the performance engine, with 155 horsepower and 275 pound-feet of torque.

Features

The larger V8 and the six-cylinder engine had the same 8.4:1 compression ratio, which measures how much a cylinder compresses the air and fuel before igniting. Compression ratio has an impact on power. The smaller V8 had a compression ratio of 8.5:1. Bore and stroke were different in all three engines, going from 4.0 inches by 3.8 inches in the performance V8 to 3.4 inches by 4.125 inches in the six-cylinder engine. Bore is the width of the cylinder head, and stroke is the distance the piston travels.

Options

One-barrel or two-barrel carburetors were available as standard equipment on Dodge engines. Usually the one-barrel carburetor was paired with the six-cylinder, but all combinations were available. Carter carburetors were standard, but Holley carburetors, which are performance equipment, could be added. A four-barrel also was an option. A three-speed automatic transmission came standard in some Dodge cars, and three-speed or four-speed manual transmissions were available in all cars.

Chevrolet introduced the Blazer in 1969 as an SUV version of its full-size pickup truck. The early Blazer evolved into the Chevy Tahoe, and Chevy applied the Blazer name to a new mid-size S-10 SUV in 1983. Chevrolet introduced a newly-designed second generation of the S-10 Blazer in 1995, and the Blazer remained basically the same for the next 10 years. The 1997 Chevy Blazer came in two-wheel-drive and four-wheel-drive trims, but the alignment specs were the same for both. Chevy discontinued the Blazer in 2005.

General Information

The caster, camber and toe-in were adjustable on the front end of the 1997 Chevy Blazer, but not on the rear end because the vehicle came with a fixed rear axle.

Caster

The caster angle measures the forward or rearward slope of the line between the upper and lower steering pivots on a vehicle when viewed from the side of the vehicle. The caster angle on the front end of the 1997 Blazer can range from +0.5 to +3.0 degrees, with the ideal setting being +1.75 degrees with 0.5 degrees of cross tolerance.

Camber

The camber is the vertical angle at which the front wheels of a vehicle lean when viewed from the front of the vehicle. If the the top of the wheel leans out, the camber angle is positive. If the top of wheel leans in, the camber angle is negative. The camber angle on the front end of the 1997 Chevy Blazer can range from zero to +0.5 degrees, with the ideal setting being +0.25 degrees with 0.5 degrees of cross tolerance.

Toe-in

The front wheels of most vehicles are set so that the fronts of the tires will angle slightly toward one another to help take tension off of the wheel bearings. This slight angle is known as the toe-in. The toe-in on the front end of the 1997 Chevy Blazer should be set at +0.1 degrees.

Toyota introduced the Highlander, one of the first midsize crossover SUVs, in 2001 and redesigned it for the 2008 model year, giving it a slightly larger body and a more powerful V-6 engine. The 2008 Toyota Highlander came in several front-wheel- and all-wheel-drive trims. With the exception of the camber on the rear end, all trims shared the same alignment specs.

Caster

The caster angle of a wheel is basically the slope of an imaginary line drawn through the upper and lower pivot joints of the wheel when viewed from the side, with zero being a vertical line straight up from the ground and through the center of the wheel. If the top of the slope crosses to the rear of the vertical line, then it has a positive caster. If the top of the slope passes to the front of the vertical line, then the car has a negative caster. For the front end of the 2008 Toyota Highlander, the ideal caster angle is +2.62 degrees, but it can range by 0.75 degrees in either direction, with a cross tolerance of 0.75 degrees. The caster is not adjustable on the rear end.

Camber

The camber of a wheel measures the angle the wheel tilts when viewed from the front of the car. Wheels that tilt out at the top have a positive camber. Wheels that tilt in at the top have a negative camber. The ideal camber on the front end of the 2008 Toyota Highlander is -0.63 degrees but it can range by 0.75 degrees in either direction, with a cross tolerance of 0.75 degrees. The ideal camber for the rear end of front-wheel-drive trims is -1.0, but it can range by 0.75 degrees in either direction. The ideal camber on the rear end of all-wheel-drive trims is -0.6, but it can range by 0.75 in either direction.

Toe-in

The toe of a wheel ers to its alignment in relation to the centerline of the car. If the front of the wheel is angled slightly inward toward the centerline, then it is toed-in. If it angles out away from the centerline of the car, then it is toed-out. Most vehicles are designed for the wheels to have a slight toe-in, and this measurement is given in positive degrees. The ideal toe-in for the front end of the 2008 Toyota Highlander is +0.07 degrees, but it can range by 0.16 degrees in either direction. The ideal setting for the toe-in on the rear end is +0.24 degrees, but it can range by 0.16 degrees in either direction.

Conveyors are utilized in industrial and manufacturing capacities to perform the movement of products from one location to another. Using belt and gravity systems, conveyors are an integral part of the operations of certain companies . The conveyor motor, which creates the movement necessary for the conveyor to operate correctly, is made of several different components, each with its own function.

Speed Drives

Speed drives perform an important function in the operation of the conveyor motor and the conveyor belt as a whole. Speed drives control the operation and speed of the conveyor. Due to the nature of the conveyor, such drives are required to have a consistent torque level throughout the operation of the machine. A consistent torque level allows for the conveyor to handle the particular load being transported. Speed, which is also controlled by the driver, varies according to the industry the conveyor is being used in, as well as in maintenance, adjustment or set-up situations. The speed driver allows for the conveyor speed to be adjusted and theore provide better control over the processes. Many speed drives will control the operating speed so that it does not drop below 5 percent of the optimal speed when the conveyor is loaded down.

Starter

The motor starter for a conveyor controls the circuitry of the conveyor. The starter allows for the necessary electrical currents to be fed into the motor for the operation of the conveyor. Rockwell Automation notes that traditional conveyor systems break down the starter and control components for each individual function of the conveyor system. This "results in a mass of complex control and power wiring out to the individual motors and other field components." While not all systems will have such complex set-ups for their starters, the possible need for multiple motors, and theore multiple starters, is a reality in the larger industries. In this case, a conveyor may be quite long and operate on different speeds in each section.

Soft-Start and Soft-Stop Controls

Soft-start and soft-stop controls are in charge of the starting and stopping of the conveyor. A soft-start control is defined as a means for the motors power to slowly increase from its starting torque to full power without damaging the system or the motor. Similarly, soft-stop also helps to limit any damage to the motor or conveyor system through a gradual drop in the power.

The Honda Motor Company has been making engines since 1948. The Honda D17A2 was originally produced for 2001 and later models of the Civic EX, and it is highly sought-after by car enthusiasts and tuners.

Engine Specifications

The Honda D17A2 is a 1,668 cubic centimeter, in-line, four-cylinder engine. The bore cylinder has a diameter of 75 mm and a piston shaft length of 94.4 mm.

Performance Specifications

The D17A2 is capable of producing 127 horsepower at 6,300 rpm. The torque rating of this engine is 114 foot-pounds at 4,400 rpm. The engines compression ratio is 9.9 to 1.

Other Specifications

The fuel control system on the Honda D17A2 is a single overhead camshaft that contains four valves per cylinder. The D17A2 also features a variable valve timing and lift electronic control valvetrain system, otherwise known as VTEC. Honda developed the VTEC system to improve the volumetric efficiency of their four-stroke internal combustion engines.

Manufactured by Nissan, the Infiniti FX45 is a mid-sized luxury crossover vehicle that was introduced in 2003. As with most vehicles, the FX45 requires a periodic wheel alignment that will help keep the vehicle steering true and help the owner avoid uneven tire wear. Professional technicians follow Nissans factory specifications to perform an alignment on the FX45.

Camber

The front wheel camber angle on a Infiniti FX45 should have a nominal value of -0.44 degrees with the maximum acceptable value of -0.12 degrees and lowest acceptable value of -1.29 degrees. The rear wheel alignment specifications are within -1.15 to -0.15 degrees, with an ideal angle being -0.45 degrees.

Caster

The caster angle should be the same both on the right and left sides on the 2003 Infinitis FX45 wheels. The nominal value is -0.44 degrees, with limits set from -1.29 to -0.12 degrees for the front wheels.

Toe

Total toe angles on the FX45 model must be +0.8 degrees with measuring range of 0.8 degrees. Toe-in specification should be set at 1.6 mm with maximum allowable difference of 1 mm.

You must learn an engines firing order---the order in which the spark plugs ignite for engine operation---when dealing with any sort of repair dealing with its cylinders. The Ford 302 engine has its own particular firing order.

Ford 302 Firing Order

The Ford 302 has the firing order 1, 5, 4, 2, 6, 3, 7, 8. The cylinders sit on the engine block in a specific order. The left side (your left, while looking at the engine from the front) has cylinders 1, 2, 3 and 4, from front to back. The right side has cylinders 5, 6, 7,and 8 starting from front to back as well. The distributor rotation occurs counterclockwise.

Significance of Firing Order

Firing order determines the sequence in which the cylinders in your vehicles engine receive power. An engines firing order can attribute to minimizing vibration, which affects the overall life of the engine.

Spark Plug Wires

When working on an engine, keep the relationship between the firing order and spark plug wires. The spark plug wires connect the spark plugs to the engine, and you must change them in accordance with the engines firing order.

Molding machines are used to produce molds to make items of various shapes. They are also erred to as injection molding machines. They can either be horizontally or vertically aligned. However, most of the available injection molding machines are horizontally aligned. Vertically aligned injection molding machines find applications in areas such as insert molding. They are used for the formation of thermoset polymers, plastic injection molding or metal injection molding. Modern molding machines have been computerized to ensure consistent output and quality.

Injection Unit

Molding machines consist of injection units which come with geometrically designed gas nitride screws whose main function is to increase the plasticizing capacity. This unit consists of phosphorus/ultra bronze brushes whose purpose is to ensure perfect alignment of the mold halves as well as improve lifespan of molds. These brushes come with a lubrication arrangement. The unit also consists of a pre-suck back function and a carriage for sprue breaking. The injection unit is also capable of additional movement so as to access the nozzle and mold. This is enabled by the manually operated electro-hydraulic control. The injection unit is designed to provide high precision and to make it possible for the complex parts to be reproduced.

Locking Units

The locking units consist of movable mold platens. It is resistant to heat and corrosion which allows it to achieve an extended lifespan and it has self-lubricating pins and bushing. The locking units have a double-toggle mold clamping. The locking force can either be adjusted or automated. The material used for the manufacture of locking units make it resistant to wear.

Clamping Unit

The clamping unit consists of a multiple stroke hydraulic ejector and T slot platens for heavy duty molds. The force of the clamping unit can be adjusted to the maximum figure in accordance with the size of the mold. Hard chrome-plated tie rods are used for large diameters and they come with the clamping units. One of the main functions of the clamping unit is to provide the molding machine with the ability to open and close the mold during the molding process. It also allows for the ejection of the molded part to take place.

Hydraulic Unit

The hydraulic unit is easy to operate and also to maintain. It has valves mounted on the manifold block which can easily be accessed and allows for the minimization of any oil leaks. These valves help to save energy. The unit is equipped with an alarm for the notification of shutdown in cases when the hydraulic oil is overheated.

Stainless steel bolts are popular fasteners because of their strength and resistance to corrosion. While in many households bolts are tightened until they feel tight enough, industries and car mechanics require specific torque values for bolts to ensure that they are tightened enough. Depending on the bolt size, construction, fabric, and lubrication, torque specifications vary from bolt to bolt and situation to situation, and should be followed precisely.

Sizes and Threads

Bolts are identified by their sizes and threads. Screws can be as small as the number one screw, which is 1/16 of an inch or as large as the number 24, which is 3/8 of an inch for the most common screw sizes. Their threads are listed by distance between the threads and number per screw, and are listed like this: 1/4 x 20, meaning that the screw has a diameter of 1/4 of an inch and has 20 threads per inch.

Types

Stainless steel bolts come in numerous types, the most common of which are called 18-8 and 316. The 18-8 stainless steel bolt is composed of about 18 percent chromium and 8 percent nickel. These bolts are extremely corrosion resistant. The 316 stainless steel bolt, designed for industrial environments, has a higher nickel content and is austenitic (tempered for strength at low temperatures) and non-magnetic. These stainless steel bolts hold up under extreme stress and are used in heavy industry and as a part of surgical implants for humans and animals.

Torque Specifications

The 2-56 bolts are two inches in diameter with 56 threads per inch, torque to 2.5 inch-pounds for 18-8 stainless steel and to 2.6 inch-pounds for 316 stainless steel. Bolts that are 4 inches in diameter and have 40 threads per inch require 5.2 inch-pounds of torque if they are 18-8 stainless steel and 5.5 inch-pounds of torque if they are 316 stainless steel. For 18-8 stainless steel bolts with a size of 6-32, torque to 9.6 inch-pounds; for 316 stainless steel bolts of the same size, torque to 10.0 inch-pounds. The 1-14 bolts made of 18-8 stainless steel torque to 3110 inch-pounds, and those made of 316 stainless steel torque to 3250 inch-pounds.

Variations

These and other torque specifications for bolts are a starting point, but variation exists depending on the type and amount of lubrication used. If youd like to calculate your own torque, you can apply the following formula: Torque = 1.33 times the coefficient of friction times the diameter times the necessary preload, or T = K x U x D x P. Use 0.2 as the coefficient of friction for dry, or un-lubed fasteners and 0.09 for lubed ones. These are not precise values, but are acceptable averages.

To determine preload, take the established ultimate strength of your fastener (this information will be available at your hardware store), and multiply it by 2/3 to determine yield strength. Multiply the bolts thread area by the full yield strength and 2/3 to determine its preload. Once youve filled in these values, you can determine your bolts required torque.

Ramps are inclined planes---one of the six simple machines, and probably the oldest of them. While modern materials, configurations and purposes have changed the ramps appearance and construction methodology, the basics of its design pre-date humanity and still apply today. Ramps come in all sizes and can assume a variety of forms to suit any vehicle application.

Construction

Ramps come in two basic types---hollow or solid. A solid ramp has no empty space in the middle to collapse under the load, making them far stronger and more stable than a hollow ramp. The obvious downside is that solid ramps are very heavy, which makes them difficult or near impossible to transport and place.

Plane or Self-Supporting

Look at any ramp from the side and youll see that it basically forms a right triangle. Self-supporting ramps use a vertical support to suspend the high end of the ramp plane; a simple plane ramp spans the distance from a higher point to a lower point. In addition to being fully portable, self-supporting ramps can be stronger and less prone to bending since the support effectively shortens the ramps inclined plane. However, the ramps vertical legs require some sort of reinforcement or triangulated tie to keep them from kicking out under load.

Approach Angle

The ramps plane angle determines its approach angle, which is an important consideration when it comes to vehicle loading and ramp versatility. Imagine wedging one end of a yardstick under your front tire, then pulling the other end up until it hits the bottom of your front bumper. The angle that the yardstick forms relative to the ground is its approach angle, or the steepest ramp that it can traverse. Departure angle works the same way, but extends from the back of the rear tire to the bottom of the rear bumper. A low car with a long front overhang (like a Saleen S7) will have a lower approach angle than a jacked-up truck with a short front overhang (like a Hummer H1). Lower approach angles necessitate a longer ramp with a shallower angle.

Break-Over Angle

Break-over angle is the inverse of approach angle, and is equal to 180 minus ramp angle. Break-over angle is an important consideration since the top of the ramp effectively forms a peak that the bottom of the vehicle must be able to clear. Very low and long-wheelbase cars like the 1958 Cadillac Eldorado will have a lower break-over angle than taller, shorter-wheelbase vehicles like the Jeep CJ.

Load Rating

A number of factors go into determining a ramps load rating, including ramp size, material used and construction methodology. Self-supporting ramps are generally limited by their vertical supports, since the vehicle load is almost always trying to push them out from under the ramp or bend them in half.

The intake manifold is the part of your engine that distributes combustion substance and/or air consistently throughout the intake ports on your cylinder heads. Without the intake manifold, your engines performance would suffer, and you would lose engine efficiency. One company that makes intake manifolds is Motor Parts (Mopar), a subsidiary of the Chrysler Group LLC. It makes intake manifolds for Ram, Jeep, Chrysler and Dodge vehicles, but you can only purchase them from authorized dealers.

Mopar 426

The Mopar 426 Hemi Crate Engine gives you up to 486 foot-pounds of torque, and it comes with a dual quad intake manifold. The intake manifold in this engine is made of aluminum, making it fairly light. It is designed for race cars or for those who just want more road power. This manifold also has a dual plane M1, and you can convert this manifold so that its compatible with AVC carburetors. It is, however, already compatible with large port and Holley carburetors. The engine gives you up to 465 horsepower, and horsepower generally equals between 735.5 and 750 watts. The Mopar website indicates that this engine is an updated version of the 426 design, but the new design provides you with a more efficient and potent engine.

Six Pack

The Six Pack intake manifold is for 413, 440 and 426W engines. It is made of aluminum, and it features high torque and horsepower, allowing you to go from the idle position to approximately 6,000 revolutions per minute. It is a dual plane intake manifold and has rectangular ports. These ports allow you to use this intake manifold for both small and large applications. According to the Mopar website, you can use this intake manifold for both "street and strip applications."

Cross Ram

The Max Wedge Cross Ram Intake Manifold works with any type of RB engine that uses the Max Wedge cylinder heads, especially the Dodge Ram. This manifold is made of aluminum, and it is a single plane M1 type of manifold. The Max Wedge Cross Ram Intake Manifold increases the total airflow through the manifold by nearly 20 percent, according to the Mopar website. The makers of this manifold designed it to work with all types of Holley 850 cubic feet per minute carburetors that have a 2-1/8 inch exhaust header. According to the Mopar website, this intake manifold also increases your engines power, and the engine provides you with 505 horsepower.

Chevrolet introduced the S-10 Blazer as a two-door, compact SUV inspired by the S-10 Pickup truck in 1983. Chevy dropped the "S-10" from the vehicles official name in 1995, when the second generation of Blazers came out. The 1994 S-10 Blazer came in several two-wheel-drive and four-wheel-drive trims. All trims shared the same alignment specs. The alignment was not adjustable on the rear end of the 1994 S-10 Blazer because it came with a fixed rear axle. The caster angle, camber angle and toe were adjustable on the font end.

Caster

The caster angle of a vehicles wheels is an imaginary line drawn through the upper ball joint and lower ball joint of the wheel when viewed from the side of the car. If the line were perfectly vertical, the caster angle would be zero. For most cars, the top of the line would fall to the right of the vertical line when looking at the drivers side of the vehicle, meaning that the line would slant toward the rear of the car. This is known as a positive caster.

For the 1994 Chevy S-10 Blazer, the caster angle can range from +1.5 degrees to +2.5 degrees, with the ideal setting being +2.0 degrees and the cross tolerance being +0.5 degrees.

Camber

The camber is the angle that a wheel leans when looked at from the front of a vehicle. If the wheel is perfectly vertical, the camber is zero. If the top of the wheel leans out, away from the engine block, it has a positive camber. If the top of the wheel leans in, toward the engine block, it has a negative camber.

The camber angle on 1994 Chevy S-10 Blazers can range from +0.3 degrees to +1.3 degrees, with the ideal setting being +0.8 degrees and the cross tolerance being +0.5 degrees.

Toe-in

The toe is the angle the wheels of a vehicle are pointed in relation to the centerline of the vehicle. It is rare for a vehicle to be designed so that the wheels are perfectly perpendicular to a vehicles centerline. In most cases, the wheels point slightly toward each other at the front to help relieve pressure on the steering joints and suspension. This is referred to as toe-in.

The toe-in on the 1994 Chevy S-10 Blazer can range from +0.1 degrees to +0.5 degrees, with the ideal setting being +0.3 degrees.

Carburetors help to regulate air and fuel flow through an engine. Edelbrock carburetors have been a household name since the early 1930s and 1940s. Edelbrock carburetors today are designed to fully operate as soon as you install them into your engine. They are cast from aluminum, which makes them lighter than other brands of carburetor. Each carburetor also features a design that keeps gaskets or seals above the fuel line to reduce the risk of fuel leaks.

Performer Carburetors

The Performer series of carburetors do not have backfiring issues because they use metering rods. The rods also allow you to change the fuel and air mixture without disassembling the carburetor. With any of the Performer carburetors you can select a manual or electric choke. This series gives you the option of carburetors that have a measurement of 500, 600, 750 or 800 CFM, or cubic feet per minute.

Thunder AVS Carburetors

The Thunder series of carburetors has an AVS system, or an adjustable valve secondary. This feature allows you to adjust the carburetor by tightening or loosening only one screw. By adjusting the screw, you are adjusting when the carburetor opens depending on what the engine needs. As with the Performer series, you can select either a manual or electric choke. The Thunder series is available in 500, 650 or 800 CFM sizes.

Marine Vehicle Carburetors

The Marine series is designed specifically to be used on boats. You can select between 600 and 750 CFM sizes. These carburetors do not have vacuum ports, and adhere to the safety standards set forth by the Coast Guard. The Marine series is coated in Teflon to protect it from salt and fresh water. You only have the option of an electric choke with the Marine carburetor.

94 Two-barrel Carburetors

The two-barrel carburetors are specifically for restored vehicles or hot rods. These carburetors are designed for small caliber engines to meet the original carburetor specifications.

A torque wrench provides a mechanic exact tightness capability when using the tool as a socket wrench. This feature is particularly important when working on engines and similar assemblies that must have factory-setting tightness on various nuts and bolts holding parts together. Too much and the threads in the engine casings could strip. Too little and the parts can come loose or cause leaks, deteriorating engine performance. Using a torque wrench ensures the assembly work is done right the first time. However, torque wrenches come in different types, some being better than others when it comes to exact measurements.

The Beam Type

Beam-type torque wrenches represent the bargain-bin version of the tool. Their cost is relatively low but the exact measurements are usually off or hard to keep correct.

The beam wrench uses a long lever that bends as the wrench is tightened. This bending triggers a mechanism in the tool that compares to another lever that stays the same regardless of the tool being used. As the first beam moves away from the second, the user can, in theory, measure the torque being applied.

The quality of the beam tool is questionable. Even if it works correctly, getting an exact tightness is hard since you have to eyeball the tightness on the lever display and guestimate when you are at the correct pressure.

The Dial Version

The dial version uses a mechanism similar to that in a beam wrench. However, with the dial version the pressure exerted is translated to a dial at the top of the wrench near the handle which displays the pressure relative to a dial chart. The tighter the wrench is pulled, the more the dial moves to reflect the torque measurement. This version also relies on a human eye to determine when to stop.

Electronic dial wrenches use the same approach but display the torque setting digitally. At least in these versions the human eye is taken out of the equation. The simple computer in the wrench displays the torque readings produced when using the wrench.

The Clicker Type

Long reputed as the correct torque wrench to use for engine applications, the click-type wrench has a mechanism that actually pops in the wrench when the correct tightness is applied. This click signals to the user to stop tightening.

Preset measurements are cast on the side of the handle to adjust the wrench for a desired tightness. Then the wrench is applied and the mechanism clicks when the preset torque is reached.

These tools are typically cast in all metal, similar to a normal socket wrench, and come in protective cases to avoid impact or banging which can disrupt the tools accuracy settings.

Developed and produced by General Motors, the 4.3L Vortec was a 4.3-liter V-6 engine used in Chevrolet vehicles. This engine was introduced in 1990 as a replacement for the 2.8-liter V-6. It is based on the bigger 5.7L V-8 GM engine, but has two fewer cylinders. GM engineers have determined precise timing specifications for the 4.3L Vortec.

Timing Definition

Ignition timing is the measurement in degrees of the crankshaft rotation at the instant when the spark plug fires the air fuel mixture while the piston is on its compression stroke.

Adjusting Timing

To set ignition timing on this engine, put the electronic spark timing (EST) in bypass mode by disconnecting the timing connector. This is a tan wire with a black stripe. This timing connector breaks out of the engine wiring harness conduit and is located adjacent to the distributor.

Timing Specification

The ideal time at which the mixture should be fully burned on the 1991 GMC with the 4.3L V-6 is set at 0 degrees of the crankshaft rotation both for the manual and automatic transmissions models.

An electromechanical device, a stepper motor converts electrical pulses into mechanical movements. The motors spindle rotates in step increments when electrical pulses are applied in proper sequence. The speed of the motor directly relates to the frequency of these pulses.

Benefits

Step motors respond well to starting, stopping and reversing. With no contact brushes, step motors are extremely dependable and run until the bearings wear out. Step motors can achieve a wide range of rotation speeds due to speed being directly linked to the frequency of electrical impulses.

Specifications

A size 23 stepper motor has a shaft run-out of .001 inches. Radial play is a max .001 inch per one pound of force, while end play is .001 inches per 9 lbs. of force. Perpendicularity measures at .003 inches, with concentricity measuring at .002 inches. Operating temperature ranges from -4 degrees Fahrenheit to 122 degrees Fahrenheit with a insulation class of 266 degrees Fahrenheit. Stepper motors should be fitted with an American wire gauge (AWG) standard lead wire gauge of 26. The engine has a max radial load of 15 lbs. and max thrust load of 25 lbs..

Types

Size 11, 14, 17, HT17, HT23, 34, HT34 and 42 stepper motors have slight variations on their specifications than to the size 23 motor.