Was overheating now( Radaitor temps)

[Eugene Kanter]

Chuck,

Thanks for the info. I was asking what position temperature indicator is on
when fan starts. Middle, before middle or after.

Something happens with your email - I do not see any links to Scott's page.

Eugene.

-----Original Message-----
From: 200q20v-admin at audifans.com [mailto:200q20v-admin at audifans.com] On
Behalf Of Chuck Pierce
Sent: Thursday, August 28, 2003 9:04 AM
To: Eugene Kanter
Cc: '200q20v'
Subject: Was overheating now( Radaitor temps)


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[ Picked text/plain from multipart/alternative ]
Eugene
When the radiator fan comes on at idle it is the #2 speed, the low
speed(#1) comes on when the a/c is turned on.
My #2 speed comes on when the needle is almost straight up. Just below 100C.
Here is a link to Scott M's page as a reference. I left my car idling in the
100F day recently with the a/c on and the car did not go beyond the point
where the fan comes on. I did a lot of work on the cooling system this
spring and it seems to have paid off.

Chuck Pierce
91 200tq 20v Avant about to get Euro lights put in!!!!!!

Eugene Kanter wrote:

>Could anyone tell me when (according to in-dash temperature control)
>radiator fan starts if car left idle for a while? The first stage
>radiator thermoswitch should close just above 90C I think. But
>temperature control has no digits!
>
>Eugene.
>
>-----Original Message-----
>From: 200q20v-admin at audifans.com [mailto:200q20v-admin at audifans.com] On
>Behalf Of Brett Dikeman
>Sent: Monday, August 25, 2003 11:14 PM
>To: Peter Schulz
>Cc: b.benz at charter.net; 200q20v
>Subject: Re: [audi20v] Re: overheating
>
>
>
>
>>>>From: Peter Schulz <peschulz at cisco.com>
>>>>
>>>>the ECU and Temp gauge get  temperature information from the
>>>>Multifunction temperature sender ofrMFTS, which is on the left side
>>>>of the engine, below and forward of the distributor
>>>>
>>>>
>>>Wrong, Peter.  Neither the MPI nor the Motronic ECUs derive coolent
>>>temp info from the MFTS.  Both use a dedicated sensor located on the
>>>back of the head.
>>>
>>>Bernie
>>>
>>>
>
>
>
>>At 01:51 PM 8/25/2003 -0700, you wrote:
>>
>>
>
>
>
>>If thats the case why does removing the lead to the MFTS in some cases
>>restore boost (part of diagnosing a bad MFTS)?
>>
>>
>
>[beats head repeatedly against the wall for this is only the billionth
>time we've gone over this :) ]
>
>The MFTS only provides a we're-about-to-overheat signal to the
>ECU/Climate control, a holy-crap-we're-overheating signal to autocheck,
>and a temperature level to the gauge.
>
>The MFTS sinks current from autocheck to indicate an overheat, sinks
>current from the dash gauge, and sources current(possily from the gauge
>in the 3-pin sensor versions?) for the ECU and CC head.
>
>The ECU derives exact coolant temperature for purposes of starting and
>timing, from the sensor bernie mentions- the sensor on the back of the
>block.  If said sensor fails/shorts/is disconnected...the ECU assumes
>maximum temperature and sets timing appropriately(I don't recall if
>boost is also dialed back a little or not, I think it might be.)
>
>Mike is right- the MFTS sends the overheat signal to the climate
>control unit and the ECU(via pin #2), and also drives autocheck(pin
>#4).  If you'd all kindly flip to page 545 in your Bentley repair
>manuals, you'd see pin 2 of the MFTS goes to current track 473(CC head)
>and 43(ECU).
>
>Pin 4 is marked as tied to the float switch's supply side(pin #1 on the
>float goes to ground point #82), but supply is marked as track #276- a
>track which does not exist in my copy.  Obviously the circuit works in
>the car, and the other leg is ground, so #276 must go to the auto-check
>system, and it must be a source.  I don't think they would use pin #4
>as supply in the 3-pin version for signalling the ECU+CC, as a
>low-coolant condition would drop the voltage on pin #4 to zero.
>
>One sidenote- pin #2(ECU/CC overheat signal) triggers earlier than pin
>#4(Autocheck).  If you were to disassemble one of the old-style
>sensors, you'd find a wax-expansion-driven piston setup, whereby the
>piston presses against a spring-loaded canteliever-type deal,
>relay-style, with two sets of contacts. Playing with the lever, you'll
>find one set closes sooner than the other.
>
>This of course makes perfect operational sense- if the car's
>overheating, the sensor first tries to save the bacon by cutting A/C
>and telling the ECU to knock off the high-HP shenanigans.  Failing
>that, scream at the driver...
>
>B
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>
>

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