On 11/19/2007 4:43 AM, TE Chea wrote:
> | temperature (about 90°C in the water jacket)
> Too high, torque will be low.
>
> | is pretty much independent of ambient.
> Impossible, salesman bluffing, to hide design flaw outside cold
> climate.
>
> | running temperature of the intake manifold you are so
> | fixated upon will be about the same
> < water's temperature, you twit.
>
> | On a
> | carburetored engine this would usually mean that the mixture would be
richer
> | for longer.
> Bull****, carburetors use chokes to enrich mixture.
>
> | I'm assuming here that there is also an engine management
> | computer (ECU)
> 4G15P with carburetor has a ECU ?
>
> | Alterators don't produce more amps just for being cooler.
> Twit, I already got more amps from 3 alternators ( 2 Nippon
> Denso, 1 Mitsubi**** ), just as per
> www.aa1car.com/library/alternator_highoutput.htm in 6-06 :
> [ The "normal" charging voltage on a typical application might be
> 13.9 to 15.1 volts at 77° F. But at 20° F below zero, the charging
> voltage might be 14.9 to 15.8 volts. On a hot engine on a hot day,
> the normal charging voltage might drop to 13.5 to 14.3 volts.]
> Different voltages ( = pressures ) indicate the comparative # of
> amps available.
>
> | Same for the distributor.
> Twit, I already got more amps from 4G15P's transformer coil
> inside distributor, just by cooling distributor, same result in my
> honda F20A ; copper wires' resistances drop with temperature.
>
> | O2 sensor is probably not functioning
> none
>
>
>
I believe you are basing your argument on this line from the URL you cited
in
your first post:
"The exact charging voltage will vary according to the battery state of
charge,
the load on the electrical system and temperature. The lower the
temperature the
higher the charging voltage, and the higher the temperature the lower the
charging voltage."
This actually refers to the fact that most modern electronic voltage
regulators
incor****ate some means of adjusting their output to compensate for
temperature.
Batteries resist charging when cold and so require higher voltage. When
hot,
battery boiling is likely when fully charged so a lower voltage is needed.
ECU controlled feedback carburetors have been used since the mid eighties
so it
is likely you have one. I don't know exactly what model you have or if it
has
been modified so I can't say for sure. Some ECU's include the voltage
regulator
circuitry so changing what the coolant temperature sensor reads would
alter the
alternator voltage. Assuming resistance in the circuits is unchanged,
higher
voltage _would_ result in higher current (Re: Ohm's Law).
Higher voltage and current would not be likely to effect spark. There
would be
higher current through the _primary_ windings but the output (through the
_secondary_ windings) is determined by conditions in the combustion
chamber
around the spark gap.
--
G. R. Woodring
|
