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Delta Throttle Timer By JOHN CLARKE This handy device will activate a timer and relay when you’re accelerating or decelerating hard. It does this by responding to how quickly you’re moving the accelerator pedal. In fact, it is a general purpose version of the QuickBrake project presented in the January 2016 issue. I And when you go back to gentle f you read the article on the Quick- apex, get back hard on the power. The Delta Throttle Timer (DTT) has driving, the spray will then turn off. Brake project, you will know that But there are other possible uses. it turns on your brake lights be- all the time been watching the voltfore the brakes are actually applied, age coming from the throttle position The DTT is the ideal way of triggering engine and transmission modifiby sensing that you have lifted off the sensor. When it recognises how fast you’re cations. throttle very rapidly, just as you do beFor example, you could set it up so fore a heavy application of the brakes. pushing down on the throttle, it actiThis gives following drivers an ear- vates a timer which in turn controls a that when you drive with fast throttle ly warning (via an earlier brake light relay. If that relay is connected to (say) movements the turbo boost increases. Or you can use the DTT to automatiturn-on) that you are about to decel- an intercooler water spray, you’ll be cooling the core even before the car cally switch the transmission’s Power/ erate heavily. Economy button to Power mode when But this version of the circuit, the comes up on boost! Set the timer for an interval of 30 you’re really pushing it along. And Delta Throttle Timer, can respond to heavy applications of the throttle too. seconds and that’s how long the spray again, when you revert to a more genSay you’re driving along and the will stay on for but you can repeatedly tle mode, the DTT will switch the auto road passes through a section of wind- extend the time if you push down fast transmission back to Economy Mode. Still with a turbo car, because the ing country road. As you approach on the throttle again before the relay DTT can be configured to also measthose bends, you decide to push it times out. ure quick throttle lifts along a lot harder – (as in the QuickBrake), and your foot goes you can also use the dedown fast. vice to control an elecYou wind out the tric blow-off valve. engine in second • Has a 0-5V signal input range In that application, gear, flick the le• Powers a relay when a specific rate of voltage change occurs the timer would be set ver across to third • Adjustable rate threshold for a very short period – and then flatten the • Adjustable timer from 0.1s to more than 100 seconds say one second – so that throttle again. A cor• Selectable rising or falling voltage rate switching whenever you quickner approaches and ly lift the throttle (eg, you lift off, turn in • Power-up delay to prevent false triggering at ignition-on for a gear-change), the and then right at the Main Features 38  Silicon Chip siliconchip.com.au siliconchip.com.au 100nF 1M +12V 100F 16V 7 1k 47k 82k IN GND OUT REG1 LM2940CT-5.0 SCHMITT TRIGGER 4 IC2b 1k 10F TRIG 100nF 5 2 470F 1 +12V +5V +5V K C E A K 1N4004 A 1N4148 B 150 TIME 6 5 +2.5V 100F 1k TIMER 3 6 7 A OUT DISCH 8 IC3 THR 7555 4 A K D3 100F 1N4148 K IC1: LMC6482AIN D4 1N4148 DIFFERENTIATOR VR1 1M 100k SENSITIVITY DELTA THROTTLE TIMER CON1 6 5 1M 1 100nF 1k Q2 BC327 VR2 1M 10F BUFFER IC1b K A 4.7k LED K A LED1 JP1 K L/H 2 E 10k B C BC327, BC337 B 8 IC2a E C 1 GND IN OUT 100F 16V GND CON3: X & C1 ARE N/C Y & C2 ARE N/O 10F LM2940CT-5.0 RLY 1 +12V INVERTER Q1 BC337 D2 1N4004 A  10k H/L 1.8k 7 3 IC2: LM358 Fig.1: the Delta Throttle Timer circuit. IC1a monitors and buffers the signal from the throttle position or MAP sensor and feeds it to a differentiator stage which passes fast-changing signal transitions only. The differentiator’s output is then buffered by IC1b and fed to Schmitt trigger IC2b via JP1 or via inverter stage IC2a and JP1. Depending on the setting of JP1, a rapid transition from the throttle position sensor (eg, during a fast throttle depression) can cause IC2b’s output to briefly go low to trigger 7555 timer IC3, which is then enabled to activate Relay1. 2016 SC  GND K D1 1N4004 A 4 IC1a 8 BUFFER 100F 10k 2 3 10F CON3 GND Y C2 C1 X to connect and set up. Apart from the device that you are controlling, only three connections are needed to the car’s wiring: ignition-switched +12V, chassis (earth or GND) and the throttle IGNITION 10k 12k * REQUIRED ONLY FOR THE MAP SENSOR GND* SIG +5V* CON2 +5V blow-off valve will open. However, at idle, the valve will stay shut, avoiding those problems where intake air can be drawn in through the open valve. The DTT is easy to build and easy position sensor. Alternatively, if your car does not have a throttle position sensor or if the TPS is difficult to access, you could use the MAP (manifold absolute pressure) sensor instead, then March 2016  39 Suggested uses When configured to measure quick downwards throttle movements: • Switching engine management and auto transmission control    modifications in and out • Automatic switching of the Power/Economy auto transmission button • Automatic turbo boost increase with hard driving • Intercooler water spray and/or intercooler fan control When configured to measure quick throttle lifts: • Electronic blow-off valve control • Early brake light illumination (as in the QuickBrake) you need four connections: switched +12V (from ignition), +5V, signal and chassis. Circuit description Fig.1 shows the circuit and is almost identical to that of the QuickBrake. It uses two dual op amps (IC1 & IC2) and a 7555 timer (IC3). The circuit is designed to detect the rapid change of voltage from the TPS or MAP sensor and then switch on a relay. The relay then stays on for a preset period of time before it is switched off. The dual op amps are an LMC6482­ AIN (IC1) and an LM358 (IC2) and these run from a +5V supply. The signal voltage from the MAP sensor or TPS is fed via a 1MΩ resistor with a 100nF low-pass filter capacitor to the non-inverting input of IC1a. This operates as a unity gain buffer. Its pin 1 output drives a differentiator comprising a 100nF capacitor, 1MΩ trimpot VR1 and a series-connected 100kΩ resistor. The differentiator acts as a highpass filter, letting fast-changing signals through but blocking slowly-changing signals. This is exactly what we want in order to sense the sudden change as the driver lifts off or shoves the accelerator down. The differentiator is connected to a +2.5V reference which is derived from the +5V rail with a voltage divider using 1kΩ divider resistors, bypassed with a 100µF capacitor. With no signal passing through the 100nF differentiator capacitor, the output voltage on the VR1 side of the capacitor sits at +2.5V. Depending on how the vehicle is being driven, the MAP or TPS signal will either be steady or decreasing or increasing in voltage. Exactly how much signal passes through the 100nF differentiator capacitor is dependent on the rate of voltage change and the setting of trimpot 40  Silicon Chip VR1. VR1 sets the time-constant of the differentiator so high resistance settings for VR1 will mean that the circuit responds to more slowly changing signals from the TPS or MAP sensor. The differentiator output is buffered using op amp IC1b and it provides the high-to-low (H/L) output. IC2a is wired as an inverting amplifier and it inverts the output from IC1b. This provides the low-to-high (L/H) output. Jumper link JP1 then selects the output of IC1b or IC2a. This allows triggering on a falling (H/L) or rising (L/H) input signal. The selected signal is applied to IC2b, a Schmitt trigger stage. IC2b has its inverting input connected to a 2.27V reference derived using 12kΩ and 10kΩ resistors connected across the 5V supply. The non-inverting input is connected to JP1 via a 10kΩ resistor. A 1MΩ hysteresis resistor connects between the non-inverting input and IC2b’s output. With no signal passing through the differentiator, the voltage applied to the non-inverting input via the 10kΩ resistor to IC2b is 2.5V. Since the inverting input is at 2.27V, the output of IC2b will be high, at around +4V. This output goes low when the signal from JP1 drops below the 2.27V threshold. The associated 1MΩ feedback resistor provides a degree of hysteresis so that IC2b’s output does not oscillate at the threshold voltage. Relay timer lC2b’s output drives the pin 2 trigger input of IC3, a 7555 timer, via a 1kΩ resistor. IC3 is triggered when pin 2 drops below 1/3rd the 5V supply, at +1.67V. When triggered, IC3’s output at pin 3 goes high, turning on transistor Q1 and relay RL1. Diode D2 is connected across the relay coil to quench the spike voltages that are generated each time transistor Q1 turns off. Q1 also drives LED1 via a 1.8kΩ resistor to indicate whenever the relay is energised. Before IC3 is triggered, its pin 3 output and its discharge pin (pin 7) are both low. So pin 7 causes the negative side of the 100µF capacitor to be pulled toward 0V via a 150Ω resistor. Whenever IC2b’s output goes low it also turns on transistor Q2, wired as an emitter follower. The transistor keeps the negative side of a 100µF capacitor tied at 0V. This keeps the 100µF capacitor charged while ever IC2b’s output is low. When IC2b’s output goes high, Q2 is off and the 100µF capacitor discharges via trimpot VR2 and the series 1kΩ resistor, so that the negative side of the capacitor rises toward the 5V supply. When the negative side of the 1µF capacitor rises to 2/3rds of the 5V supply (about +3.3V), the threshold voltage for pin 6 is reached. At this point, pin 3 goes low and transistor Q1 and the relay are switched off. IC3’s timing period can be set from around 100ms up to more than 100 seconds, using VR2. Power-up delay The components connected to pin 4 of IC3 are used to provide a powerup delay. When the vehicle ignition is switched on, the DTT circuit is prevented from operating the relay for a short period. The delay components comprise a 470µF capacitor, diode D4, and 47kΩ and 82kΩ resistors. When power is first applied to the circuit, the 470µF capacitor is discharged and so pin 4 is held low. This holds IC3 in reset so its pin 3 cannot go high to drive Q2 and the relay. IC3 becomes operational after about a second when the 470µF capacitor charges via the 82kΩ resistor to above operating threshold for pin 4. The 47kΩ resistor is included to set the maximum charge voltage at 1.8V. That’s done so the 470µF capacitor will discharge quickly via diode D4 and the 47kΩ resistor when power is switched off. Power for the circuit comes via the +12V ignition supply. Diode D1 provides reverse polarity protection and an LM2940CT-5.0 automotive regulator (REG1) provides the 5V supply for all the circuitry, with the exception of the relay and LED1. Construction The DTT is built on a PCB codsiliconchip.com.au This design can use either a throttle position sensor or a MAP sensor (shown ringed above) – the choice is often made by the easiest access. On this Honda VTEC engine, the MAP sensor is obviously more accessible so it would be the better choice. ed 05102161 and measuring 105.5 x 60mm. It can be fitted into a UB3 plastic utility box that measures 130 x 68 x 44mm, with the PCB supported by the integral side clips of the box. Alternatively, you can mount the PCB into a different housing on short stand-offs using the four corner mounting holes. Fig.2 shows the component layout for the PCB. The low-wattage resistors can be installed first. The respective resistor colour codes are shown in Table 1 but you should also use a digital multimeter to check each resistor before it is installed. The diodes can go in next and these need to be inserted with the correct polarity with the striped end (cathode, K) orientated as shown. Take care when installing the IC sockets (optional) and the ICs. Make sure that their orientation is correct and that the correct IC is inserted in each place. REG1 is installed with its leads bent over at 90° so as to fit into the allocated holes in the PCB. The regulator is then secured to the PCB using an M3 x 6mm screw and M3 nut before its leads are soldered. The 3-way pin header for JP1 is installed now with the shorter pin length side inserted into the PCB, leaving the longer pin length for the jumper link. siliconchip.com.au The two long wire links can be installed now and then the capacitors can go in. The electrolytic types must be installed with the polarity shown, with the plus side oriented toward the sign as marked on the PCB. The ceramic and polyester capacitors (MKT) can be installed with either orientation on the PCB. Install transistors Q1 and Q2 next. Make sure that Q1 is a BC337 and Q2, BC327. LED1 must be installed with its anode side (longer lead length) orientated as shown. The LED is normally just used to provide a relay-on indica- tion that is useful when testing, so the LED can be mounted close to the PCB. VR1 and VR2 can go in next. Both are 1MΩ multi-turn top-adjust types and the screw adjustment needs to be orientated as shown. This is so that faster pedal movement for triggering set by VR1 and longer time periods set by VR2 are achieved with clockwise rotation. The screw terminal blocks are installed with the open wire entry sides facing outwards. The 5-way screw terminal block (CON3) consists of one 2-way and one 3-way block which are It’s been done before While the Delta Throttle Timer may be a new concept to many readers, a similar approach is used in nearly all recent model cars. The speed with which the throttle is moved helps determine the rate of transient ignition timing change and the injection of fuel (the latter is the accelerator pump, if you like). In cars with sophisticated electronic transmission control, gear down-changes are also determined by how fast the throttle is moved as much as it is by how far the throttle is moved. In fact, in some cars the driver learns to use this facility by: • Moving the throttle slowly when a down-change isn’t needed; • Quickly moving the throttle a short distance when a one-gear down-change is wanted; • Quickly moving the throttle a longer distance when two-gear down-changes are wanted. With the DTT able to control anything that can be electrically turned on and off, the driver will be able to activate (either consciously or unconsciously) a whole range of devices. March 2016  41 0.7mm WIRE LINKS IC3 7555 X 47k BC327 C2 D4 4148 C1 1k 1M 10k 10k D3 RELAY1 1k + 10F + Q1 BC337 QUICK BRAKE LIGHTS X N-C CONTACTS C1 C2 N-O CONTACTS Y NC COM NO 100F 100nF NC COM NO 82k 470F CON2 CON3 TIME + 1k 16120150 VR2 1M 4.7k 100k + 2x 100F 4148 100F 12k IC2 LM358 VR1 1M 10F JP1 100nF SENSIT 10k 10k 100F + Q2 D2 4004 1.8k A GND + 05102161 Rev.C C 2016 STHGIL EKARB KCIUQ 150 100nF IC1 LMC6482 H/L + 1M + CON1 SIG GND +5V FOR MAP SENSOR (IF REQUIRED) L/H 1k 10F LM2940 REG1 +5V INPUT FROM THROTTLE POSITION SENSOR OR MAP SENSOR 4004 +12V GND CHASSIS (0V) D1 + 10F +12V FROM IGNITION SWITCH Y GND LED1 Fig.2: follow this parts layout diagram, along with the photo at right to assemble the Delta Throttle Timer. All external wiring connections are made via screw-terminal blocks. The LED can be mounted remotely (via a pair of hookup wires) if you wish. The two links (in place of the 4.7Ω 5W resistors marked on the PCB) are too long to be made from component lead offcuts; hence the call for a length of 0.7mm tinned copper wire in the parts list. simply dovetailed together before installing them on the PCB. Finally, complete the PCB assembly by fitting the relay. Initial testing Apply power to the +12V and GND terminals of CON1 and check for 5V at CON1 between the +5V & GND terminals. If the voltage is within the range of 4.85-5.15V, then this is OK. If the voltage reads 0V, the 12V supply may have been connected with reversed polarity or D1 may have been orientated the wrong way. Before doing any adjustments, trimpots VR1 and VR2 should be wound anticlockwise until a faint click is heard, indicating that the adjustment is set fully anticlockwise. This sets VR1 for maximum sensitivity to sensor voltage change and VR2 for minimum relay on-time. Then place a jumper link on JP1 in the H/L position. To simulate a throttle position sensor, connect a linear 10kΩ potentiometer to CON2, with the outside terminals connected to GND and +5V and the wiper to the SIG (signal) input. Adjust the 10kΩ potentiometer clockwise and then wind it quickly anticlockwise. The relay should switch on and LED1 should light. You can now check the Uh Oh, it won’t suit all cars! As constructed, the DTT will work with a throttle-position sensor that has an output that varies within the 0-5V range. Just about all cars use sensors that increase in voltage with throttle opening. However, the DTT can also be used in cars where the sensor voltage decreases with an increasing throttle opening (just move link LK1 to the H/L position to trigger with decreasing sensor voltage). What if you want to use an input 42  Silicon Chip signal that rises as high as 12V? In this case, you can attenuate the incoming signal to a range that can be accepted by IC1a. To do this, connect a 470kresistor in parallel with the 100nF capacitor that connects between pin 3 of IC1a and ground (ie, immediately to the left of IC1 on the PCB). Also, some older cars use a throttle position switch, rather than a variable sensor and in this case you cannot use the DTT. So before buying the kit, the first step is to determine whether you have a TPS or MAP sensor in your car. If you don’t know whether you have a switch or variable sensor, measure the output of the throttle position sensor. With one multimeter probe earthed, a TPS will have a voltage signal that varies somewhere within the 0-5V range as you manually adjust the throttle. siliconchip.com.au Parts List Throttle position sensors come in a wide variety of shapes and styles – here’s just a small selection we found being offered for sale. Unless yours is faulty (very rare) you should be able to tap across the one already fitted to your vehicle. If you don’t know where to find the TPP, perhaps this is not the right project for you! effect of adjusting VR1 clockwise; this will mean that the 10kΩ potentiometer will need to be rotated more quickly clockwise before the relay switches on. VR2 can then be rotated clockwise to set more on-time for the relay. Installation Most modern vehicles will have a TPS (and possibly a MAP sensor as well) and so this sensor can be used as the signal source for the DTT. In this case, only the signal input terminal is used and isconnected to the signal wire from the TPS which will normally be connected to the accelerator pedal. In some cases though, it may be located on the inlet manifold butterfly valve. The connections can be found by checking the wiring against a schematic diagram and connecting to the wiper of the TPS potentiometer. Alternatively, you could probe the TPS wires to find the one that varies with throttle position. Note that some TPS units will have two potentiometers plus a motor. Use the potentiometer wiper output that varies with throttle pedal position. Once you have identified the correct wire from the TPS, you can connect a wire from it to the DTT PCB using a Quick Splice connector (Jaycar Cat HP-1206; packet of four). Just wrap it around the existing TPS wire and the new wire and simply squeeze it to make a safe connection. If you have an older vehicle, then it will not have a TPS or engine management. In this case, a MAP sensor can be used to monitor the inlet pressure. Using a MAP sensor for manifold pressure readings is suitable only for petrol engines though, not diesels. The 5V supply provided on the DTT PCB at CON2 can be used to supply the MAP sensor. It is not critical which MAP sensor is used. A secondhand MAP sensor can be obtained from a wreckers’ yard. Holden Commodore MAP sensors are common. Alternatively, you can obtain a new one from suppliers such as: www.cyberspace autoparts.com.au/contents/en-uk/ d3721_Holden_Map_Sensors.html The voltage output of a MAP sensor usually decreases with increasing vacuum; typically 0.5V with a complete vacuum and up to about 4.5V at atmospheric pressure. This is similar to a TPS sensor which has an output of about 0V at no throttle and 5V at maximum throttle. Note that the TPS output will only vary with throttle position when the ignition is on. And naturally a MAP sensor will only vary its output with changes in manifold pressure, ie, when the engine is running. You can now install it in your car. Having made the connection to the TPS or MAP sensor, the next step is to measure the output of the sensor and confirm that it varies over a 0-5V range when the throttle is moved. If so, install link LK1 in the “L/H” position so that the circuit triggers with increasing sensor voltage (ie, for quick throttle presses). You can now connect ignitionswitched +12V, earth and the throttle position signal to the DTT. Note that to get the throttle signal, you simply tap into the throttle position output wire – you don’t need to cut it. This Similarly, there’s a huge range of MAP sensors available (that stands for Manifold Absolute Pressure, by the way). Perhaps the easiest way to identify the MAP sensor (apart from any label which says so!) is the fact that MAP sensors will normally have three wires: +V, 0V and signal. siliconchip.com.au 1 double-sided PCB, code 05102161, 105.5 x 60mm 1 UB3 plastic utility box, 130 x 68 x 44mm 1 12V DC DPDT PCB-mount relay (Jaycar SY-4052 [5A], Altronics S4190D [8A], S4270A [8A]) (RLY1) 1 set of Quick Splice connectors (Jaycar HP-1206 or similar) 2 2-way PCB-mount screw terminals, 5.08mm spacing (CON1,CON3) 2 3-way PCB-mount screw terminals, 5.08mm spacing (CON2,CON3) 1 3-way pin header, 2.54mm pin spacing (JP1) 1 2.54mm jumper shunt (JP1) 2 1M vertical multi-turn trimpots (VR1,VR2) 4 tapped spacers, M3 x 6.3mm* 5 M3 x 6mm screws* 1 M3 nut 100mm length 0.7mm tinned copper wire (LK1 & LK2) Semiconductors 1 LMC6482AIN dual CMOS op amp (IC1) 1 LM358 dual op amp (IC2) 1 7555 CMOS timer (IC3) 1 LM2940CT-5.0 3-terminal 5V low-dropout regulator (REG1) 1 3mm or 5mm red LED (LED1) 1 BC337 NPN transistor (Q1) 1 BC327 PNP transistor (Q2) 2 1N4004 1A diodes (D1,D2) 2 1N4148 diodes (D3,D4) Capacitors 1 470µF 16V PC electrolytic 5 100µF 16V PC electrolytic 4 10µF 16V PC electrolytic 3 100nF MKT polyester Resistors (0.25W, 1%) 2 1M 1 100k 1 82k 1 47k 1 12k 4 10k 1 4.7k 1 1.8k 4 1k 1 150 *4 tapped spacers and 4 M3 screws are not required if PCB is mounted in a UB3 box. latter connection can be made either at the ECU or at the throttle body itself. Next, adjust both trimpots fully anti-clockwise – this increases the sensitivity of the DTT to throttle changes March 2016  43 IGNITION SWITCHED +12V 100nF 0.7mm WIRE LINKS IC3 7555 47k BC327 1k 12k 1M COM NC COM NO D4 4148 10k 10k CON3 TIME NO NC COM NO D3 RELAY1 1k + 10F 100F CON2 16120150 VR2 1M 2x 100F 82k 470F 1k Q2 + 4.7k 100k 100nF + 4148 10F 100F IN THROTTLE POSITION SENSOR OUTPUT IC2 LM358 H/L 100F VR1 1M 1k 1M + CHASSIS (0V) L/H CON1 JP1 100nF SENSIT 10k 10k GND REG1 + +12V 05102161 Rev.C C 2016 STHGIL EKARB KCIUQ 150 LM2940 IC1 LMC6482 D1 4004 + + 10F 10F + and reduces the timer’s “on” time to a minimum. (Note that both these pots are multi-turn so they don’t have a distinct end “stop”.) If using a TPS, turn the ignition on but don’t start the car. Wait five seconds (remember: the DTT has an ignition-on reset pause), then quickly push down on the throttle and check that the relay pulls in and that the LED lights. The relay should then click out (and the LED go off) fairly quickly, so adjust the righthand trimpot clockwise and again push down quickly on the accelerator pedal. This time, the “on” time should be longer. If using a MAP sensor, the engine needs to be running. The next step is to adjust the lefthand trimpot clockwise until the DTT responds only when the throttle is being pushed down with “real life” quick movements. That done, move LK1 to the H/L position and confirm that the DTT now responds only to quick throttle lifts. Finally, move LK1 back to the L/H position if you want the circuit to trigger on a rising sensor voltage. + QUICK BRAKE LIGHTS Q1 BC337 D2 4004 1.8k A LED1 Fig.3: a simplified diagram showing how to connect the DTT to a turbo boost bleed solenoid. Setting Up Setting up the DTT is also easy. Normally, you’ll find that driving on the road actually involves different speeds of throttle movement than used during the static set-up, so the sensitivity control will need to be adjusted accordingly. The length of time that you set the timer to operate for will depend very much on what you are controlling. The PCB is designed to snap into the guides in a UB3 Jiffy Box. Otherwise you can use four spacer pillars and screws, as shown in the photo on page 42. TURBO BOOST BLEED SOLENOID CHASSIS (0V) The prototype was used to automatically activate the Power mode in an auto transmission, an easy task to accomplish. All you have to do is wire the Normally Open (NO) and Common (C) terminals of the relay in parallel with the Power/Economy switch (this still allows the switch to be manually used as an over-ride). In this application, a DTT timer “on” period of about 7.5 seconds was ideal – any longer and sometimes the car would hang on too long in third gear before finally changing up to fourth, while lesser time periods meant that sometimes the DTT would click out of Power mode while the driver was still pushing hard. Incidentally, the driveability of the car was transformed by the use of the DTT in this way – after all, it’s a bit like having a little man sitting on the centre console, ready to push in the Power/ Economy button every time you slam the throttle down fast! The PCB fits straight into a 130 x 68 x 42mm zippy box, so when the system is working correctly, the board can be inserted into the box and tucked out of sight. SC Resistor Colour Codes           No. 2 1 1 1 1 4 1 1 4 1 44  Silicon Chip Value 1MΩ 100kΩ 82kΩ 47kΩ 12kΩ 10kΩ 4.7kΩ 1.8kΩ 1kΩ 150Ω 4-Band Code (1%) brown black green brown brown black yellow brown grey red orange brown yellow violet orange brown brown red orange brown brown black orange brown yellow violet red brown brown grey red brown brown black red brown brown green brown brown 5-Band Code (1%) brown black black yellow brown brown black black orange brown grey red black red brown yellow violet black red brown brown red black red brown brown black black red brown yellow violet black brown brown brown grey black brown brown brown black black brown brown brown green black black brown siliconchip.com.au