dale116dot7
Well-known member
Grab a big tranzorb, 27V, from +12 to ground for that. If you can find one, a SM8A27 by Vishay is a great load-dump absorber. It will do the maximum load dump test of +100V, 400ms time constant, 0.5 ohm impedance.
CD player in my old Studebaker
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therecordingart
Well-known member
[quote author="hrasco"]Cripes. Is there anything this guy doesn't know about?
[/quote]
:shock: No crap! PRR is the man!
[/quote]
:shock: No crap! PRR is the man!
> Dunno why Walter had odd readings.
Duh! Walter has a '47 chevy.
GM had the "other" system. And since all my GMs had worse problems than gauge issues, I never delved it.
On a Ford, the needle is held up by heat, goes to "E" when power is off.
The GMs mysteriously hold their last reading with the power off.
I think GM uses two coils at 90 degrees, a fixed resistor, and the vari-resistor on the tank float. This gives first-order compensation for battery voltage: a 20% change of voltage does not cause a full tank to read 8/10 or 12/10ths. Apparently at 200% of design voltage, it still gets the E and F end-points about right, but is a bit funky in between.
It is traditional for fuel gauges to linger around F and then go to E fast. If you are near full, you don't care. If you are getting low, how-low is a major concern. Of course this could have just been rationalization for an intrinsically non-linear gizmo.
Duh! Walter has a '47 chevy.
GM had the "other" system. And since all my GMs had worse problems than gauge issues, I never delved it.
On a Ford, the needle is held up by heat, goes to "E" when power is off.
The GMs mysteriously hold their last reading with the power off.
I think GM uses two coils at 90 degrees, a fixed resistor, and the vari-resistor on the tank float. This gives first-order compensation for battery voltage: a 20% change of voltage does not cause a full tank to read 8/10 or 12/10ths. Apparently at 200% of design voltage, it still gets the E and F end-points about right, but is a bit funky in between.
It is traditional for fuel gauges to linger around F and then go to E fast. If you are near full, you don't care. If you are getting low, how-low is a major concern. Of course this could have just been rationalization for an intrinsically non-linear gizmo.
walter
Well-known member
I have played around with different ways to make the fuel guage more linear, but that's not on the top of the list. Now that I have the windshield wipers on the glass when I go eighty in a rainstorm, I'm ready to focus on the brake system, and stability. I'm going to practice on the '48 chevy 1/2 ton before doing the 1ton. a picture is worth...
http://i93.photobucket.com/albums/l44/vogelelectronics/paneltrucks.jpg
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