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<DIV>In a message dated 12/9/2017 7:30:54 P.M. Eastern Standard Time,
catnine09@dslextreme.com writes:</DIV>
<BLOCKQUOTE
style="BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGIN-LEFT: 5px"><FONT
style="BACKGROUND-COLOR: transparent" color=#000000 size=2 face=Arial>I did
try a 250 ohm resistor a few times yet for some reason it didn't help <BR>. It
starts out at 27K ohms cold and last I checked , been a while it <BR>dropped
to 70 ohm hot.<BR><BR>I didn't see a change until I had over 500 ohms
then it acted like it does <BR>now only with the air temp sensor plugged in.
It's only a matter of 2 <BR>minutes from a cold engine when the missing begins
I can't say if the head <BR>temp sensor heats up that fast. <BR>Seems all the
HTS now are the same part number and are used to cover all <BR>applications
even though there were different ones for bus and T4 and T3's .<BR><BR>Rays
theory is 70 ohm is below the window of the ECU to read. I'm not sure <BR>if
this is general info or applies to type 4 .</FONT></BLOCKQUOTE>
<DIV> </DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>For your air temps, you should be have a reading of around 22-23K
when cold. At 27K, your air temp should be around 30*F, which would be very cold
for So Cal-Hollywood. Your "hot" temp should be above 100 ohms, with it
"bottoming out" around 125 ohms or so. Anything below that just keeps
leaning out the mixture. This is why I mentioned ballasting the HTS. If you're
wanting to err on the rich side, a 400 or even a 500 ohm resister is what you'd
want to put in line with the HTS.</FONT></DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>Yes, all of the new HTS's that are available now are the same build,
and now are used on all air cooled VWs. It's not ideal, but they do kind of
work. What you really want to do is check the resistance range before
installing, as it might need ballast right out of the box. It's a real shame
Denso doesn't make a replacement of them, as the quality might be better (more
like the older Bosch units) than what's available today.</FONT></DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial></FONT> </DIV>
<DIV><FONT style="BACKGROUND-COLOR: transparent" color=#000000 size=2
face=Arial>What Ray's theory is that 70 is below the threshold is from studying
the Bosch books, and working with D-jet (both in t-4 and t-3 )
applications. There's info out there, but a majority is for the 914 (uses
the same system basically), as those owners WANT to keep the D-Jet FI working
correctly.Plus, they have the cash to have specialized parts made to do so. I'm
not saying VW people can't have the parts made, but rather most give up and go
to carbs because it's easier to do so.Plus, they're not "concourse" type of
vehicles like Porsche or Mercedees people show at special events.</DIV>
<DIV><BR>
<DIV> </DIV>
<DIV><FONT lang=0 size=2 face=Arial FAMILY="SANSSERIF" PTSIZE="10">Bob 65 Notch
w/Factory Sunroof converted to
IRS</FONT></DIV></DIV></FONT></FONT></BODY></HTML>