سرو صنعتمهرخواهمهرساز
سپر عقب 405 slx
۱,۳۶۷,۰۰۰ تومان – ۲,۴۷۲,۸۰۰ تومان
چراغ جلو تارا و تارا سال راست مدرن
۲,۸۹۳,۷۷۰ تومان
سپر جلو 405 slx
سپر جلو پژو slx در خط تولید شرکت های مهرساز،مهرخواه،سروصنعت بصورت خام و رنگی تولید شده است.
این سپرها دارای هولوگرام و لیبل شرکتی هستند و از جنس مرغوب و با کیفیت ساخته شده اند .
تمام قطعات بدنه 405 اس ال ایکس در فروشگاه رایکایدک موجود میباشد.
محصول فوق دارای ضمانت 12 ماه میباشد.
در صورت تمایل مشتری میتواند درب باک خودرو یا کد رنگ را برای پشتیبانی فروشگاه ارسال کند تا فروشگاه اقدام به رنگ آمیزی کند.
سپر جلو 405 slx
این محصول به صورت شرکتی و با بهترین کیفیت آماده ارسال به سراسر ایران میباشد.
به دلیل نوسانات قیمت بازار برای استعلام قیمت سپر عقب 405 میتوانید از طریف صفحه محصول قیمت ها را مشاهده کنید.
برای خرید سپر عقب 405 سفارش خود را در سایت ما ثبت کنید تا در کوتاه ترین زمان آن را دریافت کنید.
دستورالعمل نصب سپر خودرو
مطمعن شوید که گوشه های سپر ماشین شما کاملا تمیز (عاری از گرد و غبار، گریس، روغن و غیره) جایی که محصول قرار است باشد نصب شده هر مورد را بدون جدا کردن نوار چسب روی گوشه سپر ماشین نگه دارید.
به این ترتیب می توانید موقعیت تراز صحیح آن را قبل از نصب تعیین کنید.
نوار چسب پس از قرار گرفتن در معرض و چسباندن، کیفیت چسبندگی خود را از دست می دهد (اگر برای تنظیم / جابجایی برداشته شود).
حالا نوار چسب را بردارید و قسمت را در جای مناسب قرار دهید، با فشار دادن (نیروی کامل دست) از انتهای قطعه، فشار یکنواخت در طول آن به انتهای دیگر وارد کنید. قسمت را حداقل 15 دقیقه بگذارید
تمایز پوسته سپر جلو 405 اس ال ایکس از سپر جلو 405 اس ال ایکس
تعیین اینکه پوسته سپر دقیقا چیست ممکن است کمی گیج کننده باشد به طور معمول، تفاوت این است که پوسته های سپر روی کل سپر قرار می گیرند، در حالی که سدهای هوایی در زیر سپر واقعی قرار می گیرند.
برخی از روکش‌های سپر نیز مجهز به چراغ‌های مه شکن و مینی کوره هستند که با گریل‌های بزرگ‌تر خودرو مطابقت دارند.
مزایای پوسته سپر جلو 405 اس ال ایکس
افزودن پوسته سپر به وسیله نقلیه شما مزایای متعددی دارد. اول از همه، یک پوسته سپر می تواند به عناصر محافظ سپر اضافه شود و هم بر قسمت های خودرو که نزدیک سپر هستند و هم بر سرنشینان خودرو تأثیر بگذارد.
روکش سپر همچنین یک راه آسان و نسبتاً مقرون به صرفه برای تغییر چشمگیر ظاهر خودروی شما است.
روکش سپرها که شامل چراغ‌های مه شکن می‌شوند می‌توانند به رانندگان کمک کنند در مناطق کم نور و در جاده‌های تاریک جلو ببینند.
انواع مختلفی از پوسته های سپر موجود است که به راننده اجازه می‌دهد ظاهری برای وسیله نقلیه خود ایجاد کند که با شخصیت و سبک منحصر به فرد خود مطابقت داشته باشد
پوسته سپر جلو 405 slx
نوارهای محافظ سپر خودرو نوارهایی هستند که از مواد بادوام مانند لاستیک ساخته شده اند.
آنها معمولاً روی سپر جلو، سپر جلو و رکاب های جانبی با پشتی چسبنده سنگین نصب می شوند.
برخی از نوارهای سنگین تر با پیچ نصب می شوند.
| برند |
سرو صنعت, مهرخواه, مهرساز |
|---|---|
| رنگ |
خام, سفید, مشکی, نقره ای, خاکستری متالیک |
محصولات مشابه
سپر جلو پژو 405 خاکستری سروصنعت
۱,۶۸۰,۰۰۰ تومان![egulation In most jurisdictions, bumpers are legally required on all vehicles. Regulations for automobile bumpers have been implemented for two reasons – to allow the car to sustain a low-speed impact without damage to the vehicle's safety systems, and to protect pedestrians from injury. These requirements are in conflict: bumpers that withstand impact well and minimize repair costs tend to injure pedestrians more, while pedestrian-friendly bumpers tend to have higher repair costs.[29] Although a vehicle's bumper systems are designed to absorb the energy of low-speed collisions and help protect the car's safety and other expensive components located nearby, most bumpers are designed to meet only the minimum regulatory standards.[30] International standards International safety regulations, originally devised as European standards under the auspices of the United Nations, have now been adopted by most countries outside North America. These specify that a car's safety systems must still function normally after a straight-on pendulum or moving-barrier impact of 4 km/h (2.5 mph) to the front and the rear, and to the front and rear corners of 2.5 km/h (1.6 mph) at 45.5 cm (18 in) above the ground with the vehicle loaded or unloaded.[26][31] Pedestrian safety European countries have implemented regulations to address the issue of 270,000 deaths annually in worldwide pedestrian/auto accidents.[14] Bull bars Specialized bumpers, known as "bull bars" or "roo bars", protect vehicles in rural environments from collisions with large animals. However, studies have shown that such bars increase the threat of death and serious injury to pedestrians in urban environments,[32] because the bull bar is rigid and transmits all force of a collision to the pedestrian, unlike a bumper, which absorbs some force and crumples. In the European Union, the sale of rigid metal bull bars that do not comply with the relevant pedestrian-protection safety standards has been banned.[33] Off-road bumpers Off-road vehicles often utilize aftermarket off-road bumpers made of heavy gauge metal to improve clearance (height above terrain), maximize departure angles, clear larger tires, and ensure additional protection. Similar or identical to bull bars, off-road bumpers feature a rigid construction and do not absorb (by plastic deformation) any energy in a collision, which is more dangerous for pedestrians than factory plastic bumpers. The legality of the aftermarket off-road bumpers varies by jurisdiction. United States Bumper regulations in the United States focus on preventing low-speed accidents from impairing safe vehicle operation, limiting damage to safety-related vehicle components, and containing the costs of repair after a crash.[34][35] First standards 1971 71 Dart Front Bumper L.jpg 74 Valiant Front Bumper.jpg 71 Dart Rear Bumper.jpg 74 Valiant Rear Bumper.jpg Front and rear bumpers on Chrysler A platform cars before (left, 1971) and after (right, 1974) the U.S. 5-mph bumper standard took effect. The 1974 bumpers protroude farther from the body and the rear one no longer contains the taillamps. In 1971, the U.S. National Highway Traffic Safety Administration (NHTSA) issued the country's first regulation applicable to passenger car bumpers. Federal Motor Vehicle Safety Standard No. 215 (FMVSS 215), "Exterior Protection," took effect on 1 September 1972—when most automakers would begin producing their model year 1973 vehicles.[36] The standard prohibited functional damage to specified safety-related components such as headlamps and fuel system components when the vehicle is subjected to barrier crash tests at 5 miles per hour (8 km/h) for front and 2.5 mph (4 km/h) for rear bumper systems.[37] The requirements effectively eliminated automobile bumper designs that featured integral automotive lighting components such as tail lamps. In October 1972, the U.S. Congress enacted the Motor Vehicle Information and Cost Saving Act (MVICS), which required NHTSA to issue a bumper standard that yields the "maximum feasible reduction of cost to the public and to the consumer".[38] Factors considered included the costs and benefits of implementation, the standard's effect on insurance costs and legal fees, savings in consumer time and inconvenience, as well as health and safety considerations.[36] The 1973 model year passenger cars sold in the U.S. used a variety of designs. They ranged from non-dynamic versions with solid rubber guards, to "recoverable" designs with oil and nitrogen filled telescoping shock-absorbers.[39] The standards were further tightened for the 1974 model year passenger cars, with standardized height front and rear bumpers that could take angle impacts at 5-mile-per-hour (8 km/h) with no damage to the car's lights, safety equipment, and engine. There was no provision in the law for consumers to 'opt out' of this protection.[36] Regulatory effect on design The regulations specified bumper performance; they did not prescribe any particular bumper design. Nevertheless, many cars for the U.S. market were equipped with bulky, massive, protruding bumpers to comply with the 5-mile-per-hour bumper standard in effect from 1973 to 1982.[36][40] This often meant additional overall vehicle length, as well as new front and rear designs to incorporate the stronger energy absorbing bumpers, adding weight to the extremities of the vehicle.[36][41] Passenger cars featured gap-concealing flexible filler panels between the bumpers and the car's bodywork causing them to have a "massive, blockish look".[42] However, other bumper designs also met the requirements. The 1973 AMC Matador coupe had free-standing bumpers with rubber gaiters alone to conceal the retractable shock absorbers.[42] "Endura" bumpers, compliant with the regulations yet tightly integrated into the front bodywork, were used on models such as the Pontiac Grand Am starting in 1973,[43] and the Chevrolet Monte Carlo starting in 1978, with significantly lower mass than heavy chromed-steel bumpers with separate impact energy absorbers.[44] United States (left) and rest-of-world (right) 1979 Mercedes 300SD 116.120.jpg Mercedes Benz W116 aka 280SE in Belgium.jpg BMW-535is.jpg BMW 525i E28 01.jpg Lamborghini Countach US spec 5000QV.jpg Lamborghini Countach (8014529631).jpg Front bumpers on Mercedes-Benz W116 (top), BMW E28 5 Series (middle), Lamborghini Countach (bottom). The U.S. bumpers are larger and protrude farther from the bodywork. The bumper regulations applied to all passenger cars, both American-made and imported. With exceptions including the Volvo 240, Porsche 911, and Rolls-Royce Silver Shadow, European and Asian automakers tended to put compliant bumpers only on cars destined for the U.S. and Canadian markets where the regulations applied. This meant their North American-spec cars tended to look different than versions of the same model sold elsewhere. U.S. bumper-height requirements effectively made some models, such as the Citroën SM, ineligible for importation to the United States. Unlike international safety regulations, U.S. regulations were written without provision for hydropneumatic suspension.[45] Zero-damage standards 1976 The requirements promulgated under MVICS were consolidated with the requirements of Federal Motor Vehicle Safety Standard Number 215 (FMVSS 215, "Exterior Protection of Vehicles") and promulgated in March 1976. This new bumper standard was placed in the United States Code of Federal Regulations at 49 CFR 581, separate from the Federal Motor Vehicle Safety Standards at 49CFR571. The new requirements, applicable to 1979-model year passenger cars, were called the "Phase I" standard. At the same time, a zero-damage requirement, "Phase II", was enacted for bumper systems on 1980 and newer cars. The most rigorous requirements applied to 1980 through 1982 model vehicles; 5 miles per hour (8 km/h) front and rear barrier and pendulum crash tests were required, and no damage was allowed to the bumper beyond a 3⁄8 in (10 mm) dent and 3⁄4 in (19 mm) displacement from the bumper's original position.[46] Freestanding 5-mph shock-absorbing zero-damage bump
er on 1976 AMC Matador coupe All-wheel-drive "cross-over" cars such as the AMC Eagle were classified as multi-purpose vehicles or trucks, and thus exempt from the passenger car bumper standards.[47] Stringency reduced in 1982](https://raikayadak.com/wp-content/uploads/2021/08/سپر-جلو-پژو-405-زرد-سروصنعت.jpeg)
سپر جلو پژو 405 زرد سروصنعت
۱,۶۸۰,۰۰۰ تومان
سپر جلو پژو 405 نقره ای سروصنعت
۱,۶۸۰,۰۰۰ تومان
سپر جلو پژو 405 خاکستری مهرساز
۱,۹۱۰,۰۰۰ تومان
سپر عقب پژو 405 خاکستری مهرساز
۱,۹۶۶,۰۰۰ تومان
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