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Discussion Topic:
Wiring
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TomO |
07-07-2013 @ 8:38 AM
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Senior
Posts: 7238
Joined: Oct 2009
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Back in the early 1980's, IBM adopted the serial bus for some of their products. It is a much less expensive way to handle communications between micro processors and it is less troublesome than multi connection cables. It was difficult to develop servicing procedures at first, but as they became more prevalent, it became easier. Today it is not a problem because the replaceable units contain so much circuitry and error detection methods, that the tech can easily find the failing unit and replace it. The problem of proprietary information on the bus and how to handle it is not an easy one to solve. If you allow a program in a test device to decode the bus information, you give your competitors a good look at how you designed the microprocessor. The current solution is a proprietary reader program that doe not disclose the actual buss content, but allows the user to see the result. I still don't see the need t have a micro-processor move the headrest when if they made it adjustable for the user, you would not need the motorized adjustment.
Tom
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supereal |
07-07-2013 @ 1:17 PM
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Senior
Posts: 6819
Joined: Oct 2009
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Tom, I have come to believe that the design engineers have turned their attention to creating "improvements" that make operation so complicated that ordinary things require undivided attention that threatens driving safety. When we took delivery of a new Lexus last year, even the dealer couldn't explain how to do the radio presets with the new system! A local dealer sent us a newer Cadillac that had an obvious problem with a dead battery. We found the cause was a failing R/C circuit that controlled the dimming of the interior lights. It was located inside the rear light, and was failing to turn completely off, but would drain the battery overnight. It didn't show on the wiring chart. Dealing with microvolts and microamps is a whole new ballgame, and doesn't bode well for car longevity.
This message was edited by supereal on 7-7-13 @ 1:19 PM
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TomO |
07-08-2013 @ 8:28 AM
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Senior
Posts: 7238
Joined: Oct 2009
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I agree completely. I had to get rid of my wife's 1998 Taurus, and shopped all of the new crossovers. I ended up getting a Chevy, because it had the simplest controls for the radio and other driver controls. She has had the car for about 2 months and still gets confused with the multifunction controls. The engineers are asked if you can do something and because of newer technology they can, so it is done. Then all of the unintended consequences show up when the vehicle is delivered to the customer. They use microprocessors for items that could be handled by a more simple approach, but is cheaper to do with the electronic already in place. You cannot buy a simple vehicle that can transport people comfortably today. The only simple ones are the econoboxes that you have to be a contortionist to get in and out of.
Tom
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supereal |
07-08-2013 @ 2:45 PM
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Senior
Posts: 6819
Joined: Oct 2009
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It isn't only cars. We bought a new GE kitchen range a couple of years ago, and my wife still hates it. In order to change the oven temperature, you must turn the oven off and start over, reprogramming it to the desired temperature. She (and I) don't understand why a simple knob wouldn't be much better! Just because exotic microprocessing circuitry is available, you don't HAVE to use it! I was a broadcast engineer for more than three decades, and saw technology "progress" from tubes to transistors, and on to integrated circuits (black boxes), making diagnosis and repair difficult to impossible. That was nature's signal for me to go home and play with my old cars!
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TomO |
07-10-2013 @ 8:16 AM
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Senior
Posts: 7238
Joined: Oct 2009
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Amen.
Tom
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Fred Hanks |
07-11-2013 @ 7:21 AM
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Member
Posts: 30
Joined: Aug 2010
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Jus got horn relay 4 my '49...there is no marks as to what wire goes to where on the 3 posts ? I will pull power from starter sol. wire #1 ,wire #2 from bottom of steering box & #3 to horns...
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supereal |
07-11-2013 @ 11:08 AM
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Senior
Posts: 6819
Joined: Oct 2009
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The three posts go to 1. battery, 2. horn button or ring, 3. horn(s). To identify those posts, place an ohmeter across the first two. If you get a reading, that is the relay coil. The horm post will show no connection to the other two, as it goes to the output of the relay points, and isn't powered until the relay is pulled. Most of the relays I've seen use the first post for battery, second for the button or ring, and the third to the horns. Many repro relays are not marked. If the horns don't blow at high output, reverse the battery and button connections at the relay.
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