[JBLasVegas]

Is there any chance in the next iteration of your book, that you could write it in American English?
Just kidding.
Favour, colour, etc.
I just sat down to read it for the first time about an hour ago... I'm up to page fifteen.

By the by... do you know how to test your coolant with a VOM?
I'll be surprised if you do... and no fair consulting the internet.

Yours, Jim out here at the Eastern end of the Mojave Desert... Las Vegas, Sin City, Nevada. http://********************/smile/emthup.gif

 

[RearWheelPaul]

Re: HEY, Rear Wheel Paul... (JBLasVegas)

Quote, originally posted by JBLasVegas »

Is there any chance in the next iteration of your book, that you could write it in American English?

I prefer English English.

And since there won't be any chance of another iteration, you'll have to make do with an English translator

Quote, originally posted by JBLasVegas »

By the by... do you know how to test your coolant with a VOM?

I'm not sure why I wuld want to do that in the first place. The primary reason is that I would be measuring pH indirectly, through the electrical resistance of the fluid. The second reason is that there would be many variables to account for (or not?!):

- distance between the probes;
- temperature of the fluid;
- composition of the coolant (Type C vs Prestone etc.)

The third is that I use pH test strips. Quick, simple, direct measurement.

Speaking of temps, did you ever solve that problem with the thermo time switch?

 

[JBLasVegas]

Re: HEY, Rear Wheel Paul... (RearWheelPaul)

And who said that Canadians have no sense of humor!!!

Actually, I had no problem at all... and it wasn't the thermo-time switch that I was referring to, it was the coolant / temperature sensor that ultimately finds its way to the ECU, terminals 9 and 11. What my question was in the original post was whether the sensor had an ongoing effect on the running of the engine. For instance... Hypothetically, if you were driving with a lunched thermostat, and the engine never reached normal operating temperature (Let's say, just hypothetically, on an 80 degree day, and the temperature gauge was only showing about 25% up to the usual half-way point), would there be any change in input to the Duty Cycle Solenoid on the fuel distributor, as opposed to having my usual 192 degree thermostat in fine working order? OR... on the other hand, does the coolant / temperature sensor control the operation of the thermal-time switch? That just popped into my head.
I guess that my original question was unclear or misinterpreted.

Funny thing...sometimes when I get bored with TV, I'll pull out some service manuals... or your book, for that matter. I never read it cover to cover, but that weekend when I posted my question above, I did.
Right now, I'm reading the shop manual of my dear departed ISO Rivolta (which I sorely miss and should have never sold, as I'd probably still have it... nothing like Italian machinery with a 327 Chevy engine) because obviously, I have no life. Ha Ha.
Every time I pick up your book, I get a little something from it that I didn't get before, particularly if I forget to speed-read and pause for the "nuances"

.

 

[RearWheelPaul]

Re: HEY, Rear Wheel Paul... (JBLasVegas)

Quote, originally posted by JBLasVegas »

Hypothetically, if you were driving with a lunched thermostat, and the engine never reached normal operating temperature (Let's say, just hypothetically, on an 80 degree day, and the temperature gauge was only showing about 25% up to the usual half-way point), would there be any change in input to the Duty Cycle Solenoid on the fuel distributor, as opposed to having my usual 192 degree thermostat in fine working order?

On a CI-equipped car, the low thermostat reading would cause the cold start injector to cycle. IIRC that wouldn't last very long, as there is a time limit that the cold-start injector is activated for.

Things would get more interesting on an LH-equipped car. The injector pulse length would be increased. Then the O2 sensor would correct it through the ECU. This would go on and on, albeit with greater variation than normally occurs.

 

[JBLasVegas]

Re: HEY, Rear Wheel Paul... (RearWheelPaul)

I keep on forgetting to post this... Senility runs in the family, although these days they call it something else.

As far as the VOM and coolant is concerned... it doesn't matter about lead spacing or anything else.
Just put the positive lead of the VOM into the coolant and ground the negative.
If the reading is close or up to 1/2 volt, then your coolant is worn out.
It's much better than some little strips which are influenced by more than coolant condition.
Try it on your own cars... and tell me what you found, OK?

By the by...I'm still trying to find your performance book. Amazon is sold out. What should I do? Maybe start to stamp my feet?
If you can send me one (Autographed, of course), I would promise to ... light a candle?
I do that all the time... and my knees are worn out.

 

[RearWheelPaul]

Re: HEY, Rear Wheel Paul... (JBLasVegas)

Quote, originally posted by JBLasVegas »

By the by...I'm still trying to find your performance book.

No longer available. Hasn't been sold for 3 years...

 

[JBLasVegas]

Re: HEY, Rear Wheel Paul... (RearWheelPaul)

I forgot to ad...
Thanks very much for the information. I've already made a quote and note in the back of the manual.
I thought so...

 

[JBLasVegas]

Re: HEY, Rear Wheel Paul... (RearWheelPaul)

Things would get more interesting on an LH-equipped car.

^^^ Thank God that I have the more "primitive" CIS.