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Originally Posted by LeaUK
What I don't understand from your comments is the word 'engage'. The pin is under constant pressure from the bms which bends upwards in proportion with temperature as we all know. The fluid from within one chamber is then allowed (under centrifugal force) to exit and reach chamber two, where is locks the clutch/fan.
If you are referring to 'engage' in terms of 'the bms has moved the 1.79mm which allows engagement' then I understand.
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. . precisely!
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Originally Posted by LeaUK
With regards to the bms suffix A (A-GE), mine has further characters after the 77 but are a little unclear. Tonight I shall take a rag, clean the strip and take another photo to see what they are - netherless the MB part number is the same. If they have different compositions and therefore temperature characteristics how do MB differentiate?
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It surely looks like there's no "A" after the part number as mine has. Also the color of the top metal is different; mine being brass. Not sure what yours is but it surely looks the color of the BongC36 'tropics' VFC.
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Originally Posted by LeaUK
If my bms is different we have finally solved one of the mysteries - but why would MB ship the 'tropical' version to the UK where the temperature and humidity is similar to all Europe - perhaps all Europe gets the 'tropical unit'?
Lea
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I think that MB found the 119.9xx engines got TOO hot and so they modified the bms so cut in at a lower temperature. Check out this attachment for 119.974/5 engines.
Now that you have seen that 'document' (posted by Neil, KE6DCJ), we are coming rapidly to the 'very-short-strokes'! So here's two questions from me to you;
Note: abbreviations for 119 200 00 22 = "00"; For 119 200 01 22 = "01".
1) How do explain that the "00" VFC assy was designed to cut-in at
96C and this was confirmed by Ritter and me back in 2001 and again just recently? Those measurements are as the should be but 'some' are saying it should be at a lower temp. How do you explain that?
2) If your VFC is really a "00" instead of a "01", how can it cut-in at 85C??
3) Since you claim that your VFC does cut-in at 85C, how can your bms be the same as that on the "00" assy?
4) Do you think that your VFC and bms will work the same if tested in
water as it does on the car?
5) If not, what possibility can be the difference? How can you explain that?