Oh great, another gauge failure.
- Thread starter Wwabbit
- Start date
twobjshelbys
GT Owner
That would be a simple zener diode. Figure out how to splice it into the connector from the gauge control unit to the gauge. If the socket/plugs were available it would be a simple pass through on all but the power line with the zener in the harness... It could be a single part if the gauges all use the same plug, but they probably don't to prevent someone from plugging the ammeter in the fuel gauge.
Empty Pockets
ex-GT Owner
'Got it.
One would think, if that's the only diff, replacing the "Air Core" units with the ones Speedhut uses would make everything 'stellar'...but, evidently it doesn't.
Like I said, 'too deep for me... :willy
Ford Motor Company will announce at the annual Automotive Aftermarket Products Expo (AAPEX) trade show the launch of a new warranty on Genuine Ford and Motorcraft service parts. The new warranty provides unlimited mileage coverage for 24 months from time of purchase or installation. Ford will also now reimburse fleets and independent repair facilities up to $150 in labor coverage. Ford continues a No Commercial Exceptions policy as a commitment to fleet customers.
Looks like Ford will at least be on the hook for 2 years on replacement gauges now....
RPM217
2005 white/blue stripe
And on the 732nd day, the first replacement gauge will fail................................
bonehead
GT Owner
But will they be considered 'Ford parts'? They are made by an independent manufacturer that I would assume would have their own warranty??
The ones you buy from the dealer in a ford parts box carry the warranty. The ones Autometer may make available will carry their own warranty (or not) from Autometer as they would not be Ford parts. May actually be a good thing though. Autometer usually stands behind their own products pretty good.
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Guess you had a bad experience with them. Mine has been pretty limited, and only one failure of a 270deg sweep stepper motor volt meter (cobalt series) and they were quick to replace it when I sent it in. I take it that is not normal for them on their aftermarket gauges? I have purchased quite a number of their products over the years and only had the one failure.
the Wizard
GT Owner
Kendall, do you have any experience/recommendations with regard to the SpeedHut direct read vs. algorithmic boost gauges?
FENZO
GT Owner
The speedhut gauges - just like the OEM gauges are on the car's bus (network) and the boost gauge, in particular, is picking up what the Ford ECU is telling it. The ECU calculates boost based on knowing atmospheric pressure, engine rpm, displacement, MAF, throttle position, etc. More than enough info is present for the car to efficiently calculate boost....... until the owner changes something. Typically a smaller pulley swap and a tune that doesn't incorporate a MAFia (scaling of MAF readings to lie to the ECU), will still yield a boost value that is reasonably close to reality. When you change to a Whipple, TT, and/or incorporate a MAFia in conjunction with a tune - your OEM (or Speedhut) boost gauge is off of the reservation. *IF* you want to have accuracy in these modified scenarios - you should explore a "direct read" boost gauge.
My personal view is that the boost gauge (except for the TT cars) is a more or less useless gauge for both driving and diagnostic information. In the SC applications - on those occasions where the car is not making boost (bypass valve issue, for example), you can FEEL the loss of power. Very, very few SC scenarios where you have partial boost where a gauge may be able to help you. Totally different story in the TT cars where boost, by definition, is both variable and adjustable. An accurate, direct-read boost gauge is a must.
My personal view is that the boost gauge (except for the TT cars) is a more or less useless gauge for both driving and diagnostic information. In the SC applications - on those occasions where the car is not making boost (bypass valve issue, for example), you can FEEL the loss of power. Very, very few SC scenarios where you have partial boost where a gauge may be able to help you. Totally different story in the TT cars where boost, by definition, is both variable and adjustable. An accurate, direct-read boost gauge is a must.
the Wizard
GT Owner
Indy GT
Yea, I got one...too
Kendall thanks as always for the informative post.
I struggle to understand why the FGT instrumentation engineers opted for a "calculated" boost for our SC engine. As you point out there are a number of variables that have to be synthesized to arrive at the ECU boost pressure signal. And if the ECU knows actual barometric pressure (undoubtedly for fuel mapping routines) another similar measurement of SC output pressure could also have been measured (you would think).
It just strikes me as so much easier to put a pressure transducer (like oil pressure) below the SC plane and measure output pressure. Send that electrical signal to the instrument gauge. But perhaps they had a particular reason for going the calculation route.
I struggle to understand why the FGT instrumentation engineers opted for a "calculated" boost for our SC engine. As you point out there are a number of variables that have to be synthesized to arrive at the ECU boost pressure signal. And if the ECU knows actual barometric pressure (undoubtedly for fuel mapping routines) another similar measurement of SC output pressure could also have been measured (you would think).
It just strikes me as so much easier to put a pressure transducer (like oil pressure) below the SC plane and measure output pressure. Send that electrical signal to the instrument gauge. But perhaps they had a particular reason for going the calculation route.
Yeah, Indy, I agree. And is getting even a bit stranger. On the Boss 302 Mustangs (and likely on other Mustangs as well - I just don't know definitively), there is a customary water temperature gauge in the instrument cluster. Just try to find the sending unit (as I did) - only to discover that there isn't one! Yep, a water temperature gauge, but NO means to measure the water temperature. Instead, the car has cylinder head temperatures. And then from the cylinder head temperatures, the ECU derives what must be the corresponding water temperature. I have a lot of trust/faith in the Ford Engineers, but I've been toying with cars and engines for 40 years and I know well how to judge/predict/react to various water temp scenarios. So, just how good is Ford's algorithm for translating CHT's to coolant temps? I put a "direct read" gauge into my Boss.
Wow Kendall! That's really interesting regarding the new Boss water temps. Would sure love to hear from a Ford Tech on how and why this approach is utilized.