[T3] start issues...

[Dennis Stiefel]

On 3/12/2011 11:38 AM, charles tupper wrote:
> Porsche did place the battery forward for weight distribution ... at least that
> is how they marketed it.  Also, I have seen wires "wear out" in other cars ...
> my 1985 Saab 900Turbo had a problem with the wiring where the insulation just
> rotted-out over time ... I had heard Saab had a problem with a batch of wiring
> harnesses from Italy for the 85 models ... but Saab never acknowledged the
> problem.
>
> Charlie
>
>
> ----- Original Message ----
> From: Phil Hof<phil.hof at ostronic.org>
> To: type3-vwtype3.org at lists.vwtype3.org
> Sent: Fri, March 11, 2011 5:23:14 PM
> Subject: Re: [T3] start issues...
>
> I usually advise against these starter relays because they add several more
> connections.  Wires do not wear out or even age perceptibly.  The
> connections do, however, from vibration, corrosion, insertion/removal
> fatigue, temperature cycling,  dirt and splash.  An additional component
> with additional connections, especially when installed under the car
> exposed, is often only a temporary fix that adds to the problem down the
> road.  If the original connectors are cleaned, replaced, soldered, sleeved,
> or otherwise set right, the problem usually disappears.
>
> However, there are valid reasons for adding such a relay.  One is if you
> have a rare switch (such as the '71 switch, or some of the earlier
> one-year-only types).  Sparing such a rare device the solenoid current, and
> using it only for triggering a relay, can extend its life.  In this case, I
> recommend the relay be installed inside the cabin, near the battery, perhaps
> on the driver side where the defroster and EFI relays live.
>
> Also, I believe Porsche installed the battery up front in an attempt to
> improve the front-rear weight distribution, not for electrical reasons.
>
> -Phil
> -----------------------------------------------------------
> From: Frank Meek<ftalker at gmail.com>
> Hi there
> Other than the obvious tests for generator, regulator and battery function,
> (which should have been a first step), the problems with older VW starters
> are the lengths and the current age of these looms.  A solution is to use a
> 12v Ford, (this is the application, generic is fine), starter solenoid,
> mounted on the trans case bolts or into the lower section of the double-wall
> engine compartment near the starter.  I have no means at this site to show
> the wiring and gauges of wire needed for this install, but it cuts the
> length of the start current to about two feet from the 12v source, your
> battery.
> This, of course, is the problem with the now well-aged wiring and, indeed,
> with the original system.   In short, (no pun intended), this means that the
> ignition switch, instead of being a "power routing source", (from rear-mount
> battery forward to the switch and then back again to the starter), is, with
> the additional solenoid, merely a switch again, (also saving these
> increasingly rare items, from early deaths by electrocution).  The 12v power
> is routed directly from the battery to the starter, with the ignition switch
> telling it when to do so.
> I have used this for years with 6v and 12v models and it works like a
> charm.  These "Ford" solenoids need to be sealed, (plastic-dip brush-on
> electric wire coating), and then you might just have a reliable vehicle that
> doesn't require a hill on which to park.
> Of course, the charging system must also work, as stated earlier.
> This, incidentally, is the reason that Porsche batteries are in the front,
> under the spare, nearer the ignition switch...
> I hope this helps.
> Best regards,
> FE Meek
> ==============================================================
>
>
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The US made Ford Escorts with the Mazda Diesel back in the mid 80s had 
the battery in the trunk. This also caused similar problems.
Dennis Stiefel