Do You Have A Serpentine Belt? What’s That?

Do you have a serpentine belt that drives everything on the front of your engine?

A serpentine belt is the long belt with all the little *notches* on the underside.

It goes around the crankshaft pulley, the power steering pulley, the alternator pulley, the air conditioner pulley, and the water pump pulley.


It will probably have an idler and most definitely has a tensioner.

The tensioner does just what it says.

It is what keeps tension on the belt, to keep it tight.

You don’t have to loosen any bolts and pry anything to tighten this belt!

It is a good idea to check this belt often.

It is also a good idea to change it after about two or three years.

After all, if it brakes, or slips and eats all the teeth off, you will be running on the battery.

o The alternator will not work.

o You won’t have power steering.

o The air conditioner will stop cooling (if it’s winter time, who cares?).

But, worst of all, your water pump will stop working!

The engine will heat up so fast you won’t know what’s happening!

Check the belt often.

While you are checking the belt, how about taking a look at the pulleys?

Especially the idler and the tensioner pulley.

o The best way to check these pulleys is to remove the belt and rotate them with your finger.

o If you hear a *roaring* noise, replace it.

o If the pulley has a *roughness* about it as you turn it, replace it.

Ok, so you want to take the belt off and inspect it.

How do you get the thing off?

On the tensioner there is a hole, well, not really a hole, but a square hole.

It will either be a 3/8″ or 1/2″ slot.

Some have a bolt head from 1/2″ to 3/4″.

And then, there are exceptions: as you look at the tensioner you will be able to tell what YOU have.

Put the appropriate tool on the bolt head, or inside the slot, and pull up on the tool.

If that isn’t the proper way, push down. πŸ™‚

Either way, you have to get the tensioner to move off the belt so you can take the belt off one of the pulleys.

I usually have better luck removing it from the alternator.

Either way, once you have it off one of the pulleys, you can release the tensioner and then the belt can be removed.

Pay VERY close attention, before you remove the belt, as to the way it is laced around all the pulleys.

It takes less than 5 minutes to remove this belt…but it can take 5 hours to get it back on correctly…make a drawing or study the diagram.

Some, and most, vehicles have a diagram of the belt directions placed somewhere under the hood.

May be on the bottom of the hood, or on one side of the vehicle inner fenders.

Usually it is in a place that makes it almost impossible for you to look at it as you are trying to replace the belt. πŸ™‚

If either of the pulleys have to be replaced it’s no big deal.

Just remove the bolt, or bolts, holding them onto the engine.

Replace them the same way.

Now, on the tensioner, there is a little peg on the back side.

Align it with the hole in the block…it’s there so you can get the tensioner back on right.

Replace the belt, and that’s it…nothin’ to it!

Oh, was your diagram lable stuck on up-side-down? πŸ™

You did a good job, though; and I knew you could. πŸ™‚

The Origin Of The Species Of Search Engines

Search engines have revolutionized the way that we use computers. Instead of data being a bunch of files in an archive that requires file cards to look up, data is extremely versatile and constantly at the tips of our fingers. If you want a document that you wrote a few weeks ago, you only have to remember a few of the words that you used to be able to search for it across your whole hard drive. It is easy to take this convenience for granted, until you consider what the alternative would be – tedious systems of archival.

The first true search engine was called Archie. It was coded in 1990 by a student. The program would go through all of the files on a particular sites, and scour them for information used for directories. Then it would save all of this information, and turn it into a database of files. This database was easily searched using Archie. Archie was not known to the public, but created lots of excitement in the world of computer science.

The next important advance in search engines was the Gopher program. Archie had a weakness that Mark McCahill noticed, and that was that it only searched titles, and not the contents of files. So he wrote Gopher, which indexed text files for quick and easy searching. Gopher is usually associated with other programs called Veronica and Jughead, which dealt with the actual searching algorithms for finding files within the Gopher index.

These file services were all leading up to the next big advance in search engines, and that was to put one on the web. The first search engine on the internet was Wandex, which allowed users to search for words in the titles of web pages that had been indexed by the crawler program. The first search engine to show a sign of things to come was WebCrawler. This engine established many modern standards, including the ability to search entire web pages for any word contained within.

Search Engines Today

As the internet grew in popularity, then exploded into a huge amount of data, search engines faced increasing challenges. As thousands of pages are added every day, and many of those are changed on a daily basis, search engines have to constantly update their information regarding those sites. Part of the search engine race has been attempts to make the crawling more efficient and faster, so that the search engines can document new web sites when they come up. Some search engines download entire sites and keep the entire thing in its own hard drives.

When one thinks of modern search engines, the thing that most likely comes to mind is Google. It definitely wasn’t one of the pioneers, since it only started to gain popularity around 2001. However, it grew insanely fast, and now has the majority market share by far of any search engine, with 74% of all searches in the world made by Google. Its popularity can be attributed to the fact that it brought about many new and revolutionary techniques for listing pages. It considered factors such as popularity, original content, choices of past searches, how many other sites link to the one in question, and more than 100 other factors. These brought the best results to the top of the page.

The success of Google not only affected the everyday user’s habits, but also the development of almost all other search engines on the market. Search engines today spend their capital developing intricate algorithms to decide which sites belong at the top of the rankings. Other top search engines include Yahoo! Search, AltaVista, and Windows Live Search. Since there are so many choices working so efficiently to index the latest web sites and information, you can surely benefit from using them. You can use search engines to track people down, find out new information, and determine important marketing factors.

Search Engine Friendly Web Development – Part 2

Continued from Search Engine Friendly Web Development Part 1…

If you have a huge website with over 100 pages you need all of these pages indexed in Google. Now there are a number of ways to do this but it can and should be done in the development stage.

If you think you need to submit your site to search engines to get indexed then you are wrong. Many dodgy web development companies sell this service which is bad. Search engines work by using spiders (a program that searches for web pages) to search every webpage on the internet. So if you have a website and want to get it indexed all you need to do is put a link on another indexed page. When the spider comes along it will check the whole page and look for any changes, if your site is suddenly on there it will follow the link and then follow any more links from your webpage and index them. Now as long as your site is built well and all the pages can easily be found from the home page the spider will go off and index every page on your website.

The best way to get all of your sites web pages indexed is to link to them all from your site. For example if you are talking about a product on one page but then mention another product, don’t just mention it, link to it. Now don’t just put a link saying click here to see whatever, make the actually clickable bit have words that describe the page.

Ever wondered why Wikipedia comes up top in Google. Well to put it simple it is SEO genius. The site is built for search engines. By the way SEO stands for Search Engine Optimisation which is a marketing technique to get your site to come up naturally in Google. Well Wiki is pure perfection when it comes to SEO and the structure of the site. Every page links to every other page and has keywords in the hyperlinks which tell a search engine what that page is about. Brilliant!

Another important issue to implement at the development stage is the meta tags, mainly the title tag. The biggest mistake I see is that every page on a website is indexed but all the pages are named the same. Normally it’s something like ‘Welcome to Clayton’s Shoes….’ Even the page on women’s shoes is called ‘Welcome to Clayton’s shoes’… Utter madness! This is fine if you are a huge brand like Virgin, but if you’re a small company in Wales that only a few people have heard off, it isn’t going to bring in much traffic. Your site needs to have unique titles for every page, because I take it every page is different right? If not then it shouldn’t be there.

The sad thing is that I see poor sites all the time and I am told how the owner spend hundreds even thousands on a site that is useless. A bit like buying a Ferrari with clapped out fiat engine, looks fab and shinny on the outside but won’t go! So don’t make the same mistake many website owners have made. Make sure you do some research, speak to many people, and ask for examples of working sites, and finally don’t spend too much, there is no need, every bit of code that makes things work on the net is free and a decent web company will know this and not charge the earth. They should be just charging for their time implementing and tweaking the code to suite your needs. Remember like a working Ferrari with a top notch engine, it still won’t go without petrol. The same can be said of websites, without marketing it won’t move, but ensuring you have a SEO friendly site (decent engine) is half the battle.

Turbocharger Lag

This text hopes to describe what exactly turbocharger lag is, why it is getting such a bad reputation, and why that bad reputation is usually unfounded.

Turbocharger lag is, for practical purposes, the time it takes the turbocharger to spin up and make usable boost pressure after you plant your right foot. The turbocharger is driven by hot exhaust gases passing through the turbine side of the turbocharger assembly. Before the turbo can make positive boost pressure, that is pressure above atmospheric pressure, there must be enough exhaust energy to spin the turbine. The only way there can be a substantial amount of hot, high velocity exhaust gases passing through the turbine, is if the engine is under a significant load. Once that occurs boost pressure is created, more fuel can be injected, and hence more hot exhaust gases produced to spin the turbo even faster. What a wonderful cycle!

So why am I saying that this nonsense about turbocharger lag is unfounded? Well, in the old days of turbochargers, such as some of the first Porsche 911 turbos, large turbochargers (by today’s standards) were used. These turbos contained heavier metals and hence took more energy to spin up. So, when test drivers got on the gas there was a significant delay before (BAM!) loads of power was produced. This was deemed undesirable and given the name turbo lag. These engines also had poor low end torque, because the turbo would not spool up to create usable boost until higher RPMs were reached. When magazine articles were written about cars using turbochargers, lag was ‘driven home’ to the engine designers as a very bad thing. So, back to the drawing board they went, and they came up with the idea of using much smaller turbochargers and eventually using much lighter materials to help eliminate lag. In my opinion they succeeded greatly. For whatever reason magazine editors, when they see that an engine is turbocharged, have to bring up lag as a negative issue, even if, in reality, it isn’t at all.

Here comes my rant. A while back I read an article about the 2002 Audi S4. This car comes with a wonderful 5 valve per cylinder twin turbocharged, intercooled, 2.7 liter V6 engine. It produces 250HP at 5800RPM, and 256lb-ft at 1850RPM. Now that’s what I call low end torque! That’s just off idle! Audi accomplished this by using two small sized quick spooling turbochargers. The down side in doing this is that top end power can suffer because of the smaller turbo placing a restriction on the exhaust. In any case, the magazine article complained about turbo lag with this engine! What turbo lag! It produces peak torque at 1850RPM! So, for the next year (2003), Audi ditched the wonderful twin turbo V6 and used a 4.2 liter V8 engine. This engine produces 340HP at 7200RPM, and 302lb-ft at 3500RPM. The same magazine praised this engine for its low end torque. While this engine is clearly more powerful, it cannot match the turbo engine for low end torque. They’re just giving turbo engines a bad name! Shame on them!

Unfortunately most car manufacturers that are using turbo engines are using very small turbochargers to get away from the ‘dreaded lag’. As mentioned earlier, this leads to excellent low end torque, but limits top end horsepower. Thankfully some are not giving in. Mitsubishi’s Evo VIII MR uses a 2.0 liter engine with 280HP at 6500RPM and 295lb-ft at 3500RPM. This is almost the same amount of torque as Audi’s 4.2 liter V8 and at the same RPM! Hurray for turbos! This engine is, however, highly criticized for its turbo lag. While it does have some lag, it is very marginal. In driving the car, boost pressure basically follows what your right foot does. I would say that this engine has minimal lag, but noticeable at very low RPMs. And there you have it – driving around in top gear at 30MPH wondering where the engine power is. For goodness sakes downshift! It is true that a turbo car must be driven differently than a normally aspirated car, but for the same size engine, you’ll never get the power out that you can with a forced induction engine – particularly turbo engines. So does all this talk of turbo lag make any sense? You could have a 2.0 liter engine with 150HP and 130lb-ft or you could have a turbo 2.0 liter with 280HP, and 295lb-ft, but then you must put up with turbo lag, and gosh, who wants that?

And then there is Honda. Wow – what to say here! They take a 2.0 liter engine, spin it to high heaven and get excellent power out of it. Magazines, then criticize it because you have to rev it so high, but thank goodness it doesn’t have turbo lag! So here are your choices:

*Low power, low torque normally aspirated 2.0 liter engine.

*High power, high revving, low torque 2.0 liter engine.

*High power, high torque (at a relatively low RPM), 2.0 liter turbo engine.

I know where my vote is going!

In my opinion peak torque should be achieved at roughly half the maximum engine RPM. So, for example, if redline is 6000RPM, peak torque should be around 3000RPM. I feel this leads to a well performing fun to drive car. Audi took it a little too far, in my opinion, with a peak torque at 1850RPM – and they still got hammered for turbo lag. You’ll never see a normally aspirated gasoline engine (within reason) with peak torque so low.

I was worried there for a little while with respect to turbo engines, but am very happy to see cars today such as the EVO VIII, STi, WRX, Volvo cars, Saab cars, and SRT-4 using turbocharged power plants. Lag is over rated!

Engineering Technology – Better, Faster, Cheaper

I work in an industry that has seen huge changes in the past 25 years. The technology in engineering has grown and changed so much that we are executing project with half (sometimes less) the manpower we needed before. I work mainly in the oil and gas industry but I know that in other areas it is possibly even more dramatic. I have been in engineering industry for 25 years and when I started computers were in a main computer room and there were only a few and only few people who could run them. They slowly started moving on to the desktop about five years later. I was hired mainly because I had taken CAD courses to upgrade my skills during an economic downturn. I ended up developing and teaching courses in AutoCAD for the company. From those simple beginnings we have come a long way.

Let me give an example of that change. The company I work for had a project for a client 30 years ago and we managed to get the second phase of the project 12 years later while I was with the company. The technology of the process had not changed much so the plant was almost a twin of the first phase. The first phase was executed on the drafting board the second phase was done using brand new 3D design technology called Calma developed by GE (this software is gone now). During the execution of the engineering many of the engineers and design supervisors commented that they only had half the people for phase two compared to phase one. Another comparison on this project was in the construction. 30 years ago it was not uncommon in our industry to have 15% rework in the field due to clashes between piping, structural and electrical. With the new 3D technology we were able use clash reporting to fix most of these clashes on the computer before construction. The rework in field came down to 3% on this project and much of this was due to pipes that were field routed and were not in the model.

Leap forward now to 2005. Another example is from an article I read in Design News magazine it was about the development of Lance Armstrong’s time trial bike. Trek’s Advanced Concept Group was given only 28 days to redesign the bike to make it faster. A group of 14 engineers and designers went work using desktop workstations and eight different software programs. Even 2 years ago a redesign of this nature would have taken them 4 months. They did everything in 3D using Solidworks 3D CAD. This allowed them to do virtual tests on everything form the wind tunnel to reduce drag, to stress analysis to ensure the bike was safe. Using software called thinkid from think3 they were actually able to deform the solid shapes and the software was able to redo to geometric calculations to accommodate the shape change and still maintain the integrity of the design. With this technology they were able to go straight into production knowing what they had designed worked because the model simulations proved it. They ended up with a bike that was 2% lighter, 10% faster, and 15% stiffer then the model they produced in 2004. Lance Armstrong proved it was better by winning the time trials and ultimately winning the Tour de France for a record 7th time. I doubt that a bike of this nature could have been produced in under a year 30 years ago using the same amount of people.

One of the main reasons for these advances in that the amount of RAM and speed of processing has increased exponentially. These new programs require huge amounts of memory and processing power due to their graphic and interactive capabilities. The new systems of today deliver that power (my workstation is now over 3 years old). 15 years ago I would load one design area of a processing plant. One design area might have represented 10% to 15% of the whole plant. Once I called up the design area it was time to go get coffee because it could take about 10 to 15 minutes to load, and you would pray it didn’t crash. Today I am able to load an entire process plant in solid model image in about one minute using Intergraph’s Smart Plant Review technology. The ability this gives me as a supervisor to check designs and make comments is invaluable, this technology increases our quality.

For engineers and designers the changes have been staggering, even in my 25 years of design work I have gone from producing a limited plastic model of an oil and gas plant to giving the client a virtual walkthrough of every detail of an oil and gas plant. We must constantly keep ourselves up to date with the latest technologies to keep a competitive advantage. Those who don’t keep up will loose the race.

Fantastic 1966 Porsche 912 Barn Find

The Porsche 912 came on the automotive scene in 1965 and served as a great sports car between the Porsche 356 and the young 911 buyers. Coming with a four-cylinder engine instead of the 911’s now famous and more popular flat-six. This made it cheaper to buy, more balanced, and more familiar to those who loved the 356. Initially, the 912 outsold the 911 by a large margin which was a big boost to Porsches bottom line.

Porsche offered the short lived 912 through 1969, at which point it was then replaced with the 914 model, before returning for one more year in 1976 as the 912E.

This 912 in particular was purchased from its original Tennessee owner and is in very restorable condition. The current owner reports that the gauges, radio and even wipers still work. The engine runs, but looks to need a complete tune up and probably a good general going over.

The interior is in good shape with no rips in the seats and a head liner that is still in place. By the way the car is a complete numbers matching car which any Porsche buyer will appreciate. About the only thing not original is someone decided to give the car a quick low quality spray of red paint, so unfortunately the original red paint is gone. Other than that this will be a great car for someone to get running well and restore.

Sure it may not be the popular 911 that we all know and love, but rest assured these 912’s will have their day in the collector world, so now is the time to snatch up these beauties while they are relatively affordable, then enjoy the eventual upswing in prices that will come.

What Are Clutch Failures?

A clutch failure is when your car and the whole system and engine won’t work. Don’t forget that a manual transmission engine can’t function without a clutch.

The correct amount of voltage needs to reach the coils inside the engine. Too little voltage will result in your engine overheating leading up to burnt out components which will lead to clutch slippage. This failure could end up destroying the clutch beyond repair. You might have to replace a good portion of the engaging system.

A slipping clutch could lead to high amounts of friction melting the bearing seals which could cause the bearing to collapse making you unable to move. This also destroys the clutch in the process of all the mechanisms locking together.

The pulley belt has to always be in the correct alignment to avoid hectic damage. The belt could usually get misaligned if there are issues with the pulley groove itself. If there is excessive amount of wear in this groove it could be due to the belt not being correctly aligned or it has slipped off the component. The clutch could stop working correctly because of this issue.

Faulty wires could be one of the main reasons why your clutch won’t work. This happens when the wires are old and burnt out and they become resistant to electricity. The majority of the car and the engine works on electrical components and a single wire within the system could cause the whole system to fail.

Low torque of the car could be caused by the clutch being unburnished. The mechanic has to make sure that he burnishes the clutch for maximum torque. Failure to burnish it will result in a slipping clutch and, therefore, a failing system.

The car was designed to work as one single system and the correct maintenance ensures that it lasts longer. You always have to test the pedals to make sure that everything is working as a whole. The pedals of the car are also a good way of testing and listening to your car if you are not acquainted with car maintenance and care.

The clutch works in conjunction with the brakes and the acceleration pedals. A wise option is to go to a brake and clutch fitment centre to make sure that you are safe on the roads. Then you don’t have to worry about the brakes or clutch failing while you’re driving on busy road. Don’t take unnecessary risks if there are other options for your safety.

Easy Ways to Improve Your Gas Mileage

Save money and help the environment by practicing good habits on and off the road. When you drive, follow a few simple rules, improve efficiency, and save money at the same time.

Vehicle Maintenance

• Keep your car well maintained. A dirty air filter reduces gas mileage by up to 20 percent. Spark plugs that are in poor condition can cut up to 12 percent off your gas mileage.

• Keep tires aligned and properly inflated. Underinflated tires are like driving with the parking brake set, decreasing fuel economy by 25 percent. Overinflated tires also cut into fuel efficiency. Misaligned tires drag down fuel efficiency by nearly 10 percent. Alignment problems cause tires to wear unevenly, further reducing gas mileage. Rotate and balance tires according to the car’s owners manual.

Buy Smart

• Buy gas during the coolest times of the day, either early morning or in the evening. Gas is denser at these times, so you get more gas for your money.

• Do not top off your tank. Stop fueling when the nozzle automatically stops.

• Tighten the gas cap. Damaged, loose or missing gas caps allow gasoline to vaporize from your tank.

• Use the lowest octane level recommended by your owner’s manual.

• Use the oil grade recommended by your car’s manufacturer. This improves gas mileage up to two percent.

Drive Smart

• Drive at a moderate, consistent speed. Accelerate slowly and brake over longer distances. This is the most effective step to reduce fuel costs. Aggressive driving by speeding, rapid acceleration, and frequent braking eat up gas. Drive sensibly and improve gas mileage by five percent in the city and up to 22 percent on the highway.

• Commute and run errands during non-peak traffic times, and reduce idling in traffic. Turn off the engine if you will be idling for more than 30 seconds. Idling uses ΒΌ to Β½ gallon of gas per hour, much more than restarting a car. Beware of excessive starts and stops of the engine because they increase wear to the starter mechanism.

• Organize your errands and drives. Avoid wasting time and gasoline retracing your route. Complete errands on your way to and from work if possible to reduce fuel use.

• Carry only necessities in your car. Every extra 100 pounds in the trunk reduces gas mileage by up to two percent.

• Improve airflow around your car by removing any add-ons that cause drag, like luggage racks, ski racks, and bike racks.

• Use overdrive gear when possible, and use cruise control on the highway. This helps keep speed consistent and saves gas money. Mileage decreases at speeds over about 60 mph.

• Driving with the air conditioning on is not a factor in gas savings, assuming you do not run your air conditioner with the windows open.

Basic Low Cost Belt Drives For a Go Kart

Go Kart Drive Line components can be quite expensive, especially if you are thinking of making your own reliable cheap go kart. Typical costs for drive line components can be in the range of 100 to 200 dollars. The cheap alternative, however, to the traditional chain-clutch driven system is the belt drive.

The basic belt drive consists of a driver on the engine and a driven on the drive wheel or axle. The belt is tensioned either by moving the engine forward or by pushing a belt tensioner on the belt.

There are several important requirements for a belt drive. First the proper ratio and second the proper type components.

Go Kart Belt Drive Ratio

The belt drive system in order for it to work requires a steep ratio of 8:1. Any less of a ratio and the engine will stall and the go kart will require pushing in order for it to go. (This 8:1 ratio assumes the wheel is 12 inches in diameter.) The rule of thumb for the pulley size is that the driven pulley needs to be as large as the tire. Any smaller and the ratio will be too little and the engine will stall or the belt will smoke.

Proper Component Selection

One of the big mistakes that first time go kart builders will make is to use a pulley that is made out of zinc. Typically these pulleys can be found at hardware stores; however, they are not able to handle the horsepower requirements of go karts. In fact if you do use a pulley that is made out of aluminum or zinc the pulley will melt after about ten minutes of use. The pulley needs to be made out of steel.

The next important design criteria about an engine pulley is that is needs to be as small as possible. A diameter of 1.75 is about at large as you can go before the ratio becomes out of range and the engine stalls and smokes belts.

Additionally, the pulley will get piping hot and needs to be held in place with Loctite and a bolt on the end of the engine to prevent it from coming off of the engine. And obviously the pulley needs to be keyed to the engine to ensure proper torque transmission to the pulley-belt.

The driven side of the go kart is an entirely different matter. The pulley can be made of sandwiched plywood as the low cost homemade alternative or the pulley can be bought at a local tractor supply store. The wood pulley is attractive because it is very cheap and can be mounted directly to a wheel via bolts.

The belt tensioner system requires some durable tensioner pulleys. Those too can be purchased at a local hardware store. The belt tensioner is basically a pulley that is jammed into the face of the belt causing the belt clearance between the engine driver and the wheel pulley to lessen. This now tensioned belt grabs much better and causes the wheels to turn.

It is important to be on the slack side of the belt when using a tensioner; otherwise you will be fighting the engine and constantly burning up belts. The way to look at a belt is to view it as a glorified rubber band. The belt stretches as it passes the engine pulley.

The tension side will always be tight, but the tensioner on the slack side encourages full belt wrap; and that is the key to the belt drive: at least 180 degrees or more of belt wrap around the engine pulley.

The idea is to get as much surface area grabbing the belt so that it efficiently transfers load through and to the remainder of the drive system.

The tensioner system can be activated by a lever arm or a cable. Usually a spring is used to deactivate the system so that when the clutch is unlatched the engine is not spinning the tires.

Important Note About Belt Tensioners

This is an important note about belt clutch systems. Always make the system deactivate by itself when no human input is being done. For example, the foot releases the pedal, the clutch automatically releases. The reason for this is if the engine is being started, the last thing you want is for it to be in gear. This will cause the go kart to lurch forward during start up. Again, it is important to have the clutch system deactivate automatically.

Improve Search Engine Rankings by Making Sure Your Backlinks Are Still Valid

So you have spent hours if not days building backlinks, hoping that they will improve search engine rankings for any sites you have. Perhaps you will have used one of several link packages that you can purchase on any number of forums or you’ve gone out and found the sites manually. Whichever way your backlinks have been gained you probably feel good that you have got so many new links to your site.

Before you congratulate your self too much though there are a couple of things that you need to remember where backlinks are concerned. One is that unless the site is of good authority in Google’s eyes then there is a chance that the link will not get indexed. The other thing is that with the amount of individuals spamming certain sites some webmasters are becoming fed up and deleting peoples profiles from their sites.

Therefore you will need to know which of the links have been indexed and which of the profiles are still active.

Now you’ve got two choices when doing this, either manual or automatic. If you select to try and do it manually you will have to take each link and check it in Google to see if it is indexed. You will then need to take that indexed link and check the site that you placed it on to find out whether it is still valid.

Alternatively you can use software to automate the process for you and although there is a cost this is going to save you a lot of time in the long run. Imagine trying to check a batch of fifty backlinks, how long would that take if you did it manually. It would probably take you a good few hours and how demoralized would you feel if you found that after doing all that hard work you only had a couple of live links that were indexed.

Now look at it this way, you automate the process and it tells you that you only have two valid live links, although not what you want to see five minutes of checking with some software is better than two hours to get told that.

While automation is definitely the best way to go when wanting to check the validity of the links, you should be careful as there are a lot of people out there offering you the next best thing that will do that job at a big price.

If you are just starting out you do not need this expensive software as there is some great programs out there that will do a good job for you at less than $20. To improve your search engine rankings it is not the quality of the software you have but the quality and the validity of your backlinks.