Interior Upholstery Rewrap/Refurbish Services

Roofliner Wrap


Roofliner Wrap V1


Pillar A PVC Leather Wrap

Pillar A PVC Leather Wrap Closeup View

Pillar C PVC Leather Wrap

Dashboard PVC Leather Wrap

3D Sticker For Sale + Installation Services

Door Handle (Front)


Door Handle (Rear)


Roof


Door Panels


Roof V1

Insulflex® Heat and Sound Proof Material

Insulflex® Heat and Sound Proof Material (non adhesive)

This is HIGH QUALITY product proven with :

Sound & Product Stability
SIRIM BS476 Part 6
SIRIM BS 476 PART 7
SIRIM Certificate (Aug 2010-Aug 2011)
SIRIM (Acoustic Test Report)

Sound Rated at : NRC 0.14

Warrington Research Certificate
TUV SUD BS476 Part 6
TUV SUD BS476 Part 7

SUITABLE for all cars.
Worth your money to buy this HIGH QUALITY product.
Why risk to buy a low quality just to save a few ringgit that has no effect?
Just use a 10mm or 6mm of this HIGH QUALITY
product to get the same result with a minimum space in tight and small area..

Recommended to use on :
1. Doors(Dootrims/Door Panel)
2. Front bonnet
3. Rear trunk lid
4. Boot floor and walls
5. Floor pan
6. Front fender / wheel arch
7. Roof Liner
8. Engine firewall from engine(best result)

Facts:
1 -Great for a quiet and comfortable
2 - Lightweight material
3 - Low water absorption rate(waterproof)
4 - Fireproof
5 - The above average physical properties are values obtained in accordance
with accepted test methods.

FOR BEST RESULT, stick/paste the bitumen type as a first layer
than add INSULFLEX on top of it as a second layer.


Standard Sheet Sizes: 3ft x 4ft
Thickness : Available in 10mm

Price List for More than one sheet:

PRICE TO BE REVISED DUE TO PRODUCTION COST RAISE..PLS CALL FOR MORE INFORMATION

COD at Taman TTDI Jaya & Shah Alam Area
Postage is arrangeable

Note :
*Minimum Order For Postage is 3 Sheet(9ft)
*Postage cost is paid by buyer
*Postage is through Pos Malaysia E-Parcel,will be delivered within 1 week
after payment is confirmed
*Dunlop GP Adhesive/Dunlop CA Adhesive can be used as adhesive as it just
rm10-20 per can..combine all cost,it's a cheap DIY..
Malaysia BOLEH!Dont be a lazy bump!

!!Installation Provided Now!!

CALL
NO SMS

Khairul
0179705607

!!Important Annoucement!!

Due to rise in production cost,the product price in now increased

Previous price is now revised to suit the current cost price..

Please CALL for further information

Sorry for inconvenience & thank you for your support..

Insulflex Soundproof and Heat Insulation

Installation on Proton Exora (4 Doors) with bitumen strip for best result..















Installation on rear passanger..Almost sound deadening result!!

























Installation on Doorcards

Improves audio sound system & NVH instantly!!

















Installation on Rear Shock Tower

Video upload for fire proof test

CLICK BELOW TO VIEW

http://www.youtube.com/watch?v=fehC5VAuqv0 <<

Noise Reduction Coefficient (NRC)

From Wikipedia, the free encyclopedia

The noise reduction coefficient (commonly abbreviated NRC) is a scalar representation of the amount of sound energy absorbed upon striking a particular surface. An NRC of 0 indicates perfect reflection; an NRC of 1 indicates perfect absorption.

Building materials, especially interior finishes, through standard testing earn ratings of STC (Sound Transmission Class) and NRC based on their sound characteristics. NRC generally applies to a single material such as on the surface of a wall which determines the reverb or liveliness of a room. STC generally applies to the assembly that composes the wall, including framing, insulation, sheet products (gypsum wallboard for example) and a surface material (such as vinyl wallcovering) which limits the amount of sound that travels through the wall assembly into an adjacent space.

NRC (Noise Reduction Coefficient) is an arithmetic value average of sound absorption coefficients at frequencies of 250, 500, 1000 and 2000 Hz indicating a material's ability to absorb sound.

In particular, it is the average of four sound absorption coefficients of the particular surface at frequencies of 125, 250 Hz, 500 Hz, 1000 Hz, 2000, and 4000 Hz. These frequencies encompass the fundamental frequencies and first few overtones of typical human speech, and, therefore, the NRC provides a decent and simple quantification of how well the particular surface will absorb the human voice. A more broad frequency range should be considered for applications such as music or controlling mechanical noise.

Specifications for materials used in sound absorption commonly include an NRC for simplicity, in addition to more detailed frequency vs amplitude charts.

Injected PU FOAM (COMING SOON!)

Injected PU FOAM (fire retardant) in chassis cavity provides
less noise intrusion from underbody,wheel arch and tyre



Graphic shown PU Foam injected area

Spray foam seals off hollow points of the car's body.

Windshield Pillar (A Pillar)

Center Pillar (B Pillar)

Rear Pillar (C Pillar)

!!COMING SOON!!

How to Reduce Exhaust Noise

The amount of noise an exhaust system produces depends on the engine installed and the exhaust system connected to the engine. Engine combustion gases exit your auto's engine through the exhaust manifold and travel to the tail pipes through the muffler. The muffler may contain chambers, baffles or sound dampening materials to modify the sound profile of the exhaust. While some sound is transferred through vibration outside the exhaust system as the exhaust gasses are expelled, the tailpipe becomes the primary point of sound wave escape.

Instructions

Things You'll Need

• Exhaust wrap
• Acoustic dampening material
• Resonated exhaust tip
• Muffler

1. • 1 Install a layer of sound dampening pads at the metal surfaces in the vehicle cab. Cut acoustic dampening sheets to place between the carpet, upholstery and door coverings to dampen the sound vibrations allowed to enter the cab of the vehicle. Acoustic dampening sheets also decrease external sounds such as road noise, wind and traffic sounds, and may add clarity to sounds inside the cab (such as the audio system).
   • 2 Install a high-temperature exhaust wrap around the muffler and pipes. Wrap and attach (according to manufacturer's instructions) the exhaust wrap to dampen the vibrations that may pass through the exhaust into the cabin.
   • 3 Change the muffler in the exhaust system. Exhaust gases converge in the muffler. If the muffler is designed to increase the sound presence of the exhaust system (such as 'glass-packs or open-pipe muffler systems), exchanging the muffler to a dampening system will reduce the sound presence of the exhaust. If a dual exhaust system is installed (with two exhaust pipes extending from the engine) allowing both exhaust pipes to enter a dual-in muffler will allow the gasses and associated sound waves to collide and be dampened or mellowed prior to exhaust. Select a muffler based on chamber design, baffling, and acoustic dampening that is designed to reduce the noise output.
   • 4 Repair exhaust leaks. Exhaust leaks allow exhaust gasses and associated sound waves to escape before dampening.
   • 5 Install a resonated exhaust tip. Resonated exhaust tips are internally lined with fiberglass or other sound dampening material. The resonated tip is installed on the exhaust pipe to allow the final escape of gasses and sound waves to be dampened by the lining.

Tips & Warnings

• If installing an exhaust wrap, be sure the exhaust wrap will not insulate the muffler beyond manufacturer recommendations. Exhaust wraps that insulate the exhaust system may raise the temperature of the muffler to the point at which the baffles degrade or smells are produced.

• Do not wrap the catalytic converter. Temperature exceeding specifications of may result in damage to the catalytic converter.

Original source links : http://www.ehow.com/how_7151682_reduce-exhaust-noise.html

Noise, vibration, and harshness (NVH) explained

From Wikipedia, the free encyclopedia

Noise, vibration, and harshness (NVH), also known as noise and vibration (N&V), is the study and modification of the noise and vibration characteristics of vehicles, particularly cars and trucks. While noise and vibration can be readily measured, Harshness is a subjective quality, and is measured either via "jury" evaluations, or with analytical tools that provide results reflecting human subjective impressions. These latter tools belong to the field known as "psychoacoustics."

Interior NVH deals with noise and vibration experienced by the occupants of the cabin, while exterior NVH is largely concerned with the noise radiated by the vehicle, and includes drive-by noise testing.

NVH is mostly engineering, but often objective measurements fail to predict or correlate well with the subjective impression on human observers. This is partly because the human body has its own frequency response, e.g. the ear's response at moderate noise levels is approximated by A-weighting, but this does not mean that two noises with the same A-weighted level are equally disturbing. The field of psychoacoustics is partly concerned with this correlation.

In some cases the NVH engineer is asked to change the sound quality, i.e. adding or subtracting particular harmonics, rather than making the car quieter.

Sources of NVH

The sources of noise in a vehicle are many, including the engine, driveline, tire contact patch and road surface, brakes, and wind. Noise from cooling fans, or the HVAC, alternator, and other engine accessories is also fairly common. Many problems are generated as either vibration or noise, transmitted via a variety of paths, and then radiated acoustically into the cabin. These are classified as "structure-borne" noise. Others are generated acoustically and propagated by airborne paths. Structure-borne noise is attenuated by isolation, while airborne noise is reduced by absorption or through the use of barrier materials. Vibrations are sensed at the steering wheel, the seat, armrests, or the floor and pedals. Some problems are sensed visually - such as the vibration of the header rail or rear view mirror on open topped cars.

Tonal versus broadband

NVH can be tonal, such as engine noise, or broadband, such as road noise or wind noise, normally. Some resonant systems respond at characteristic frequencies, but in response to random excitation. Therefore, although they look like tonal problems on any one spectrum, their amplitude varies considerably. Other problems are self resonant, such as whistles from antennas.

Tonal noises often have harmonics. Here is the noise spectrum of Michael Schumacher's Ferrari at 16680 rpm, showing the various harmonics. The x axis is given in terms of multiples of engine speed. The y axis is logarithmic, and uncalibrated.

Instrumentation

Typical instrumentation used to measure NVH include microphones, accelerometers and force gauges, or load cells. Many NVH facilities will have semi-anechoic chambers, and rolling road dynamometers. Typically signals are recorded direct to hard disk via an Analog-to-digital converter. In the past magnetic or DAT tape recorders were used. The integrity of the signal chain is very important, typically each of the instruments used are fully calibrated in a lab once per year, and any given setup is calibrated as a whole once per day.

Investigative techniques

Techniques used to help identify NVH include part substitution, modal analysis, rig tests, lead cladding, acoustic intensity, transfer path analysis, and partial coherence. Most NVH work is done in the frequency domain, using fast Fourier transforms to convert the time domain signals into the frequency domain. Wavelet analysis, order analysis, statistical energy analysis, and subjective evaluation of signals modified in real time are also used.

Computer-based modelling

NVH needs good representative prototypes of the production vehicle, for testing. These are needed early in the design process as the solutions often need substantial modification to the design, forcing in engineering changes which are much cheaper when made early. These early prototypes are very expensive, so there has been great interest in computer aided predictive techniques for NVH. Sometimes these work. Back-of-envelope calculations are very useful.

One example is the modelling works for structure borne noise and vibration analysis. When the phenomenon being considered occurs below, say, 25-30 Hz, for example the idle shaking of the powertrain, a multi-body model can be used. In contrast, when the phenomenon being considered occurs at relatively high frequency, for example above 1 kHz, a Statistical Energy Analysis (SEA) model may be a better approach.

Typical solutions

There are three principal means of improving NVH:

1. reducing the source strength, as in making a noise source quieter with a muffler, or improving the balance of a rotating mechanism;
2. interrupting the noise or vibration path, with barriers (for noise) or isolators (for vibration); or
3. absorption of the noise or vibration energy, as for example with foam noise absorbers, or tuned vibration dampers.

Deciding which of these (or what combination) to use in solving a particular problem is one of the challenges facing the NVH engineer.

Specific methods for improving NVH include the use of Tuned mass dampers, Subframes, balancing, modifying the stiffness or mass of structures, retuning exhausts and Intakes, modifying the characteristics of elastomeric isolators, adding sound deadening or absorbing materials, or using active noise control. In some circumstances, substantial changes in vehicle architecture may be the only way to cure some problems cost effectively.