WTB: CHT Sensor and Sensor Extension, For 73 2.0 |
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WTB: CHT Sensor and Sensor Extension, For 73 2.0 |
SRS914 |
Sep 6 2019, 01:23 PM
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#1
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Newbie Group: Members Posts: 22 Joined: 10-August 18 From: Laguna Beach Member No.: 22,379 Region Association: Southern California |
Need tested or NOS CHT specifically for the 73 2.0. Part numbers 022 906 041 A or 0 280 130 017. Also want to give a CHT extension a try if anyone has one for sale.
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Jett |
Sep 8 2019, 09:04 AM
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#2
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Senior Member Group: Members Posts: 1,641 Joined: 27-July 14 From: Seattle Member No.: 17,686 Region Association: Pacific Northwest |
What is the downside of having the wrong type of CHT? I ask because our 73 2.0 runs exceptionally well but the temp gauge in the console only moves slightly when warmed up. Although this might be fine, the car is having warm start issues. If I cycle the fuel pump a few times the car will most likely start.
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GregAmy |
Sep 12 2019, 08:29 AM
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#3
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Advanced Member Group: Members Posts: 2,311 Joined: 22-February 13 From: Middletown CT Member No.: 15,565 Region Association: North East States |
What is the downside of having the wrong type of CHT? So, while this should probably be in The Garage, a bump for this. Really, why does it matter what the resistance is, if we're effectively going to wreck its designed function with a spacer to slow down the drop in resistance? There's two CHT sensors: per Paul's specs, 0 280 130 003 for the 1.7 and 0 280 130 012 for the 2.0. Normal Value(s): 0 280 130 003 and 0 280 130 012: about 2.5 K ohms at 68 deg. F, less than 100 ohms with hot engine. 0 280 130 017: about 1.3 K ohms at 68 deg. F, less than 100 ohms with hot engine. The function of the CHT is to "tell" the ECU that the engine is cold, please richen the fuel. This happens at higher resistance. Both are the same value when hot ("less than 100 ohms") so the wrong CHT doesn't matter after warmup. By adding a spacer, we're slowing the conduction of heat to the CHT< keeping the resistance higher, longer. Therefore...if we install the 2.5K ohm sensor on an engine that needs the 1.3K ohm sensor, then it keeps the car richer longer, but ends up in the same place once the engine is hot (and reducing the need for the spacer). If we install the 1.3K ohm sensor on an engine that needs the 2.5K ohm sensor, then it leans the engine sooner, but ends up in the same place once the engine is hot. But that can be compensated by installing the spacer. So where's my disconnect here? |
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