FourCJsOneXJ
NAXJA Forum User
- Location
- In The Sticks
Prove that the old part failed in the expected operating conditions. My education is far inferior to yours, there is much that I do not know. I do know that you have condemned a part on visual examination. Where are the numbers? Where is the process of deduction based on measurements? Some of us under educated folk thrive on such a framework.
How can an inductive pickup distort the thermoplastic that supports it?
Back to the running like a turd question; did you dump the memory in the ECU?
As mentioned earlier in the thread, it reads fine cold or when cooled off after a heat soak event, so quickly in fact that I've never been able to get a bad DVOM reading of the 158k melt piece.
These things are nothing more than a freakin’ permanent magnet that is wound with wires. When it gets excited by a passing chunk of metal it induces current in the windings surrounding it, an on/off sort of switch if you will that the stupid engine management system reads.
The only purpose these serve in our rigs is to kill fuel and juice if you shove a piston/rod out the side of the block in an effort to prevent fires and lawsuits. Obviously the crank breaks or stops spinning at that point anyway . . . most of the time.
Well hellza, I know when that happens, having experienced it before a few times . . . can’t miss it, makes one heck of a racket!! Just turn off the dang engine via the ignition switch.
The very fact that it isn’t written into OBD I or OBD II firmware to throw codes is enlightening.
I’m thinking mine is actually too close and is reading the recesses as well as the rises, once rpm increases it doesn’t know WTF to do as it's all read "on" and not on/off/on!
Yes, I dumped the OBD I crud what little there is of it. I own and work on modern OBD II rigs of mine when ever required, ain't scared and have never failed to repair one. :heart: