I guess I grew up working on cars; and, now it's second nature. I'm very careful about the work I do because, I know it all boils down to safety. Some work I won't do simply because I don't have the proper tools.
I've had technicians who could hear the horrible, screeching sounds coming from the engine as well as I could, but since no codes were forthcoming from the diagnostic machine, the problem "did not exist".
It's really not any harder to work on a newer car, with one caveat: You MUST have the correct scan tool. You will have to spend several hundred dollars on it; but, it's a one time expense... Easy to justify when a dealer charges anywhere from $75-$150 just to connect to their diagnostic computer.
Well, I agree that many mechanics shouldn't be allowed near tools...
I do my own work -- even on the newer car ('95) I own. I know a few local shop that I'll trust to do the work I can't or won't do; and, I'll only let these shops work on my vehicles.
I'd make the argument that a true restoration is good for museum/show cars only.
You simply can't (or wouldn't want to) drive a car using it's original systems. You re-use the body / chassis & put modern brakes, suspension and steering under it. You should also replace the engine & drive train with modern equipment. That way, the components are available and you're chances of catastrophic failure are lower.
Generally speaking, if you look around on the web you'll find plenty of sources for body parts for classics and conversion kits to update all the key systems.
It's true. Airbag controllers either have a BIG capacitor which will fire the airbag(s) some minutes after the battery is disconnected; or, they have an auxillary battery.
Ford (used to) use a small auxillary battery that was located behind the glove box under the dash. You had to remove the glove box liner to access it AND you had to unplug that battery before doing anything that might upset the airbag controller.
Bzzzt. Wrong again.
Venezuela didn't drop the voltage, they dropped the line frequency. They get most of their power from hydro; and, to conserve water they set the rpm limiters on the turbines to a lower speed. This resulted in the lower line frequency.
Since AC motors generally run at rpm that's some multiple of the line frequency, the motors in the clocks would have slowed down slightly...
90% of all horsepower increase achievements have came from electronic and computerized engine management.
Not true. 90% of the horsepower increase has been achieved through improvements in overall design. Apply the same improvements in head design, materials, intake & exhaust design, etc and you'll get a similar 90% improvement in your carbureted engine.
What the computers have bought us is improved tuning over a much broader range of operating conditions. So, you don't have to retune the engine every time you drive from Denver to the coast or every time the seasons change... consequently (because very few people actually did retune their engines), emissions are improved over the life of the vehicle.
highly doubtful. a typical small fan flows maybe 10cfm. a 1.6L (relatively small engine) at full throttle & 6000 rpm will require >150 cfm. That's less than 7% of the required flow.
Second, you'd be competing with the air flowing into the engine compartment from the grill and across the radiator.
Finally, all modern cars use a cold air intake -- the air is actually drawn from a vent either in front of the radiator; or, along the side of the fender. It's already getting cool, fresh air.
the oil in hot peppers... Unless your cat has a taste for the cayenne, coat your cables in some capsicum oil or cayenne pepper or habaneros, all available at your local grocer.
That's interesting... I got mine to work (long enough to recover data) by putting it on it's side and cooling it with a big fan.
I also found linux had an easier time dealing with the disk (when damaged) than windows. So, I booted with a live cd and used linux utils for the "repairs" and recovery.
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And you had a technician who is an idiot...
It's really not any harder to work on a newer car, with one caveat: You MUST have the correct scan tool. You will have to spend several hundred dollars on it; but, it's a one time expense... Easy to justify when a dealer charges anywhere from $75-$150 just to connect to their diagnostic computer.
I do my own work -- even on the newer car ('95) I own. I know a few local shop that I'll trust to do the work I can't or won't do; and, I'll only let these shops work on my vehicles.
There's no reason you can't put a more modern drive train in an older car.
You simply can't (or wouldn't want to) drive a car using it's original systems. You re-use the body / chassis & put modern brakes, suspension and steering under it. You should also replace the engine & drive train with modern equipment. That way, the components are available and you're chances of catastrophic failure are lower.
Generally speaking, if you look around on the web you'll find plenty of sources for body parts for classics and conversion kits to update all the key systems.
The cost is in the custom lens assembly. They're not talking about the standard round or rectangle lenses.
Yeah, now all you need is another $10k in tools, which YOU have to buy.
strong != flexible.
Another bonus: a back-yard mechanic can work on it...
The data is time stamped.
It's true. Airbag controllers either have a BIG capacitor which will fire the airbag(s) some minutes after the battery is disconnected; or, they have an auxillary battery. Ford (used to) use a small auxillary battery that was located behind the glove box under the dash. You had to remove the glove box liner to access it AND you had to unplug that battery before doing anything that might upset the airbag controller.
Great! I need help with my tan...
Actually, your swerve is an illusion because the car already swerved 100ms ago, when it saw the deer in it's radar scan.
Bzzzt. Wrong again. Venezuela didn't drop the voltage, they dropped the line frequency. They get most of their power from hydro; and, to conserve water they set the rpm limiters on the turbines to a lower speed. This resulted in the lower line frequency. Since AC motors generally run at rpm that's some multiple of the line frequency, the motors in the clocks would have slowed down slightly...
Where does everyone keep getting this 10th stuff from... They keep forgetting Quauar and Varuna. Besides, everyone knows there are only 8 planets... :p
let me go find some prior art... *Looks in old chimney*
Not true. 90% of the horsepower increase has been achieved through improvements in overall design. Apply the same improvements in head design, materials, intake & exhaust design, etc and you'll get a similar 90% improvement in your carbureted engine.
What the computers have bought us is improved tuning over a much broader range of operating conditions. So, you don't have to retune the engine every time you drive from Denver to the coast or every time the seasons change... consequently (because very few people actually did retune their engines), emissions are improved over the life of the vehicle.
Why would they curse if he's pre-installed the winmodem driver. Mine worked fine once the install was done.
Second, you'd be competing with the air flowing into the engine compartment from the grill and across the radiator.
Finally, all modern cars use a cold air intake -- the air is actually drawn from a vent either in front of the radiator; or, along the side of the fender. It's already getting cool, fresh air.
It'll only try once more... : )
That's interesting... I got mine to work (long enough to recover data) by putting it on it's side and cooling it with a big fan. I also found linux had an easier time dealing with the disk (when damaged) than windows. So, I booted with a live cd and used linux utils for the "repairs" and recovery.
The fans flow so little compared to the cfm requirements of an operating engine that they'd act as a restriction...
It's reportedly Windows 2000 Service Pack 1. That's why it's not complete -- it's the code necessary to create the components of the service pack
I almost agree with this... I've occasionally wished I'd gone for trade school training as an electrician or a machinist instead.