Full throttle switch, Wide Open Throttle switch, electric one
#1
Full throttle switch, Wide Open Throttle switch, electric one
Do all cars have electric one? I don't see one on my 89 Marelli car but maybe I took it off when dissembling the engine and forgot to reinstall?
I do have the vacuum operated switch. If i have this vacuum operated one, do I need an electric one? Looking at wiring diagram the electric look redundant.
I do have the vacuum operated switch. If i have this vacuum operated one, do I need an electric one? Looking at wiring diagram the electric look redundant.
#2
#3
That is 100% correct Grant. The UK and Europe spec cars (Oz too?) only had the vac switch, while for some reason US spec cars mainly seem to have had both.
Andy: As long as you have the vac switch and it is working, it does not matter whether you have the capstan microswitch or not: the microswitch is in effect a redundant system. Both switch the same electrical feed, thereby ensuring full enrichment at WOT to prevent any danger of lean burn causing detonation in the combustion chamber.
Greg
#4
#6
Greg
#7
That is 100% correct Grant. The UK and Europe spec cars (Oz too?) only had the vac switch, while for some reason US spec cars mainly seem to have had both.
Andy: As long as you have the vac switch and it is working, it does not matter whether you have the capstan microswitch or not: the microswitch is in effect a redundant system. Both switch the same electrical feed, thereby ensuring full enrichment at WOT to prevent any danger of lean burn causing detonation in the combustion chamber.
Greg
Andy: As long as you have the vac switch and it is working, it does not matter whether you have the capstan microswitch or not: the microswitch is in effect a redundant system. Both switch the same electrical feed, thereby ensuring full enrichment at WOT to prevent any danger of lean burn causing detonation in the combustion chamber.
Greg
Trending Topics
#8
This is the adjustable valve. Not many cars have it for some bizzare reason. The earlier style unit is fixed, and I have NO numbers on that one.
The following users liked this post:
JigJag (09-07-2016)
#9
That is 100% correct Grant. The UK and Europe spec cars (Oz too?) only had the vac switch, while for some reason US spec cars mainly seem to have had both.
Andy: As long as you have the vac switch and it is working, it does not matter whether you have the capstan microswitch or not: the microswitch is in effect a redundant system. Both switch the same electrical feed, thereby ensuring full enrichment at WOT to prevent any danger of lean burn causing detonation in the combustion chamber.
Greg
Andy: As long as you have the vac switch and it is working, it does not matter whether you have the capstan microswitch or not: the microswitch is in effect a redundant system. Both switch the same electrical feed, thereby ensuring full enrichment at WOT to prevent any danger of lean burn causing detonation in the combustion chamber.
Greg
Where the micro switch should activate is stated as "around 80%" and yet the adjustment instructions say to open throttle to open stop and set it to just activate. I suppose both could be correct as the throttle turntable has a ramp that rises under the switch. Since the ramp plateaus before the stop is reached it may actually activate at around 80% when set to be on at the stop.
#10
I will need to go rummaging through the scribbles in the library for those numbers. Tomorrow is raining, so if I get time, I will do that search and report back.
This is the adjustable valve. Not many cars have it for some bizzare reason. The earlier style unit is fixed, and I have NO numbers on that one.
Attachment 135698
This is the adjustable valve. Not many cars have it for some bizzare reason. The earlier style unit is fixed, and I have NO numbers on that one.
Attachment 135698
I would like to check and possibly adjust the vac switch but I don't know what I was going on about my shift points. Completely unrelated.
#11
Join Date: Mar 2008
Location: Pacific Northwest USA
Posts: 24,739
Received 10,749 Likes
on
7,100 Posts
Interestingly, S-58 suggests that while the two systems are redundant, at speed there may not be sufficient vacuum to activate the vac switch when WOT is demanded. The micro switch always activates.
Where the micro switch should activate is stated as "around 80%" and yet the adjustment instructions say to open throttle to open stop and set it to just activate. I suppose both could be correct as the throttle turntable has a ramp that rises under the switch. Since the ramp plateaus before the stop is reached it may actually activate at around 80% when set to be on at the stop.
Where the micro switch should activate is stated as "around 80%" and yet the adjustment instructions say to open throttle to open stop and set it to just activate. I suppose both could be correct as the throttle turntable has a ramp that rises under the switch. Since the ramp plateaus before the stop is reached it may actually activate at around 80% when set to be on at the stop.
The Jaguar kickdown arrangement requires 100+% throttle before activating.
Cheers
DD
The following users liked this post:
Grant Francis (09-07-2016)
#12
Jigjag, the vac switch needs zero vac to activate, it is the lack of manifold vac that WOT causes that makes the switch give full enrichment.
Greg
The following users liked this post:
Grant Francis (09-07-2016)
#13
To increase the shift point use the B&M turbo400 governor kit part number 20248. It includes weights, springs, pins and gasket. I used the kit and like the results. I brought my shift points to approx 4700 rpm. You can go higher or lower
#14
i will test mine and see what vac level trips it. I assume your "zero vac to activate it" is a generality and that its actually some vac level above 0.
EDIT: 1 in. hg opens the switch.
Last edited by JigJag; 09-07-2016 at 06:04 PM. Reason: Add data
#15
Ok, found what I wanted, and the gauge I used, an OLD (like me) VDO Vac gauge in KPA, soooooo, you will need to be smarter than me, and convert to whatever rocks your world.
I drove around for days with this thing taped to the wiper arm, and wrote as I drove.
My engine had the following:
Cruising the suburbs, @ about 60KPH showed -60kpa, +/- a small amount.
Mild acceleration, as in increasing to 80KPH in traffic, showed -40kpa +/- a tad more, depending on the right foot.
Stoplight take off to keep with said traffic, showed about -25KPA, and NO +/-, too busy watching where I was going.
FAST take off, down to near zero.
Highway cruising @ 120KPH, just over the speed limit, ON cruise control, showed a steady -45 to -50kpa.
My switch was not closing those contacts until under -20kpa, oops.
Dug out the black goo, and adjusted to close at -30kpa. I played with different settings over a few months and heaps of various driving styles, and settled for that number.
The micro on the capstan is ramp operated, part of the casting of said capstan, and operates that switch at ABOUT 70% WOT from memory.
My vac switch did way more work than the micro, and I set it to suit MY driving needs. My Right leg is toast, with more metal than the Titanic, and full throttle for me is near impossible, hence why I did what I did.
I also deleted the kickdown crap, installed a compact modulator, and took the time to adjust it to change down when and where I wanted it. Worked a treat for me.
Every engine is different, so a one setting suits all, is a so-so approach.
I drove around for days with this thing taped to the wiper arm, and wrote as I drove.
My engine had the following:
Cruising the suburbs, @ about 60KPH showed -60kpa, +/- a small amount.
Mild acceleration, as in increasing to 80KPH in traffic, showed -40kpa +/- a tad more, depending on the right foot.
Stoplight take off to keep with said traffic, showed about -25KPA, and NO +/-, too busy watching where I was going.
FAST take off, down to near zero.
Highway cruising @ 120KPH, just over the speed limit, ON cruise control, showed a steady -45 to -50kpa.
My switch was not closing those contacts until under -20kpa, oops.
Dug out the black goo, and adjusted to close at -30kpa. I played with different settings over a few months and heaps of various driving styles, and settled for that number.
The micro on the capstan is ramp operated, part of the casting of said capstan, and operates that switch at ABOUT 70% WOT from memory.
My vac switch did way more work than the micro, and I set it to suit MY driving needs. My Right leg is toast, with more metal than the Titanic, and full throttle for me is near impossible, hence why I did what I did.
I also deleted the kickdown crap, installed a compact modulator, and took the time to adjust it to change down when and where I wanted it. Worked a treat for me.
Every engine is different, so a one setting suits all, is a so-so approach.
Last edited by Grant Francis; 09-07-2016 at 08:31 PM.
The following 3 users liked this post by Grant Francis:
#16
Thank you for digging that up Grant!
I'm thinking of ordering an adjustable modulator. I'm shifting into second gear way too soon. I want to cheeply improve the tranny while saving up for a manual conversion.
Modulator and governor changes sound similar in effect. How do the two changes compare and or interact?
EDIT: All that info. http://www.jag-lovers.org/books/xj-s/20-Drivemods.html
Unit Translation:
-20 kpa = -6 in hg
-30 kpa = -8.8 in hg
-45 to 50 kpa = -13.3 to -14.8 in hg
I'm thinking of ordering an adjustable modulator. I'm shifting into second gear way too soon. I want to cheeply improve the tranny while saving up for a manual conversion.
Modulator and governor changes sound similar in effect. How do the two changes compare and or interact?
EDIT: All that info. http://www.jag-lovers.org/books/xj-s/20-Drivemods.html
Unit Translation:
-20 kpa = -6 in hg
-30 kpa = -8.8 in hg
-45 to 50 kpa = -13.3 to -14.8 in hg
Last edited by JigJag; 09-08-2016 at 06:58 AM.
The following users liked this post:
Grant Francis (09-08-2016)
#18
Greg
#19
#20
Greg
Thread
Thread Starter
Forum
Replies
Last Post
androulakis
X-Type ( X400 )
8
10-04-2007 09:13 AM
Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)