From: Rodan on
Rodan wrote:

(adding an accelerator pedal position sensor) costs more, it's more
complex, it adds more electromechanical hardware and increases
electrical, mechanical, and computer interfaces. It introduces
multiple new failure modes, while yielding no significant improvement
in gas mileage or pollution control. It is a money pit, a maintenance
nightmare and a death trap waiting for a victim.
____________________________________________________________________

clare(a)snyder.on.ca wrote:

You need to understand emission controls and engine control
which you obviously don't, in order to understand HOW ECT
makes it better.
___________________________________________________________________

I thought that might be the answer. In the absence of any
numbers to show that the gadget-laden accelerator sensor
nightmare adds any gas mileage whatsoever or reduces any
pollution whatsoever, the response is essentially, "You're too
dumb to understand."

You've got me there. Henceforth, I'll treat it as a religious
question for which the answer is too complex for a mere
mortal, to be entrusted only to qualified gurus.

Best regards to all RAGers.

Rodan.


From: Bill Putney on
Steve Austin wrote:
> clare(a)snyder.on.ca wrote:

>> You can believe what you like. Properly designed and implemented
>> electronic controls are more reliable than properly designed and built
>> mechanical systems. Ther is NO WEAR, and NO MOVING PARTS. Moving parts
>> either wear or seize or break in time.
>> If electronic devices are operated within their design voltage and
>> temperature parameters they can last virtually forever. 10s of
>> thousands of operating hours at the minimum.
>
> I've replaced more TAC throttle bodies in the last year than throttle
> cables in my lifetime.

'ere ya go. (But as I just posted, the claim could be "Well, then the
design was not properly designed and implemented, was it?", and
eventually it becomes a semantical argument that would continue in
circles ad infinitum - not that that would ever happen on a newsgroup.
LOL!)

--
Bill Putney
(To reply by e-mail, replace the last letter of the alphabet in my
address with the letter 'x')
From: clare on
On Thu, 11 Mar 2010 16:04:31 -0500, clare(a)snyder.on.ca wrote:

>On Wed, 10 Mar 2010 20:28:26 -0800, jim beam <me(a)privacy.net> wrote:
>
>>On 03/09/2010 10:15 PM, Rodan wrote:
>>> clare(a)snyder.on.ca wrote:
>>>
>>> Toyota throttle has 2 hall effect sensors. The output of one tracks the
>>> other but is offset. In other words, one starts at say, 0 volts, and the
>>> other at, say 1 volt - and they increase in step with each other.
>>
>>how can that be true???
>>
>>http://en.wikipedia.org/wiki/Hall_effect
>>
>>hall effect sensors are used for gross position detection, not small
>>scale linear deflections. they can be used for "wot" detection, but
>>their ability to work over a wide positioning range is limited. that's
>>why they're used in timing for things like crank position [rotational]
>>sensors where you're counting pulse rates, not graduation functions.
>>
>
>You are wrong. Hall effect sensors are used instead of potentiometers
>in all kinds of "variable output" controls including the throttles on
>virtually all the electric scooters and e-bikes you see out there.
>
>They are called "Ratiometric Linear Hall Effect Sensors.
>
More research brings MORE interesting information.
A "hall effect switch" is an adaptation of the basic "hall effect
sensor", where a schmitt trigger and a comparator use the hall voltage
to produce a "digital" signal.

The basis of a hall effect sensor (the hall effect) is when current
flows through a conductor in the presence of a magnetic field a
voltage is produced at right angles to the current flow, and it varies
with magnetic flux in both level and polarity.
From: clare on
On Thu, 11 Mar 2010 14:44:49 -0800 (PST), Ed White
<ce.white3(a)gmail.com> wrote:



>
>While the actual electronics might be very reliable, there are moving
>mechanical parts at both ends of the throttle control system
>(accelerator pedal on one end, throttle plate on the other). And the
>underhood enviroment can be very challenging - hot, wet, subject to a
>lot of shock and vibration - and of course incompetent mechanics....
>
>Ed
All of which can also cause a cable or mechanical lncage to stick- - -
- - - -
From: dizzy on
David Skelton wrote:

>>>But, ABS does not
>>>work so well in the very wet or icy conditions.
>>
>> Sure it does. It can't perform miracles, however.
>
>No, it doesn't work so well in slippery conditions.

I'd love to see you prove that statement. It's a fact beyond dispute
that it aids stability and control...

>In slippery conditions, it is much easier to lock all four wheels at once
>with a stomp on the brake pedal. Then the ABS controller cannot detect
>wheels turning at different speeds which is required to activate the ABS
>system.

A) Does that really work? B) Why the HELL would you want to do that?