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In Reply to: RE: I never had that problem. posted by ghost of olddude55 on November 21, 2024 at 05:12:52
Boy, my neighbor never had a heart attack... what's the problem? :)
But no one out-luddites me! My music comes from reel to reel tapes!
Follow Ups:
Old engines can easily make your heart race.
Go back 100 years to these guys (all over 100 yrs old) and one appreciates the "start button".
The grey one was the power generator at a hospital in Minot ND, +6000lb. 15HP at 350 RPM, this takes 20min of a gasoline blow torch to attempt to start (a very early diesel). No crank, you hang on the flywheel spokes to turn and bump on compression and if lucky, it fires and runs the opposite direction.
Both Yamaha street singles, SR500 and SRX600.
Both had compression releases but you had to be careful with the 500. Little too much gas and you'd be kicking like mad for the next 10 minutes.
I liked the 500 better than the 600, even though the 600 was faster and handled better.
The 500 was more comfortable and made more torque at low RPM.
The blissful counterstroke-a considerable new message.
I only had one big single, a BSA goldstar that was bored to 600+.
I got it from a guy who got a chrome moly frame, bored it out and raised the compression and proceeded to break his leg starting it when it backfired.
I started and rode it a couple times and thought boy this is a real handful and not what i needed and never road it again.
Still have a 850 Norton commando and an old Honda 450 and a someday project bike, but these days i like working on them more than riding.
Highly underrated bike.
The blissful counterstroke-a considerable new message.
Yep, started like as the "scrambler" CL but eventually all that was left of that were the folding foot pegs. Here it is around 1976 bored to 500, half race cams when i was done haha. Still have it although it's looking sad.
Had friend in the 70's that worked at a BSA / Triumph "Chopper shop" that had a large bone pile and I ended up making the honda part BSA / Triumph for the cloverleaf peg grinding.
My brother and I had a Scrambler 90--you can see one just like in the movie Independence Day , same color and everything--and the CB450 looked huge to my eyes.
IIRC, Honda ended up increasing the displacement to 500cc.
The blissful counterstroke-a considerable new message.
Ahh the 90, what a bike! In H.S. i had a CL160 and a friend Glen had the 90 with knobbies. It was a far better dirt bike than my 160 was.
The 160, 305 and 450 where back when Honda was active supporting privateer road racing including race parts. I think there may have been a 125 too but the 160 could be bored to 175, the 305 to the 350 class and the 450 to 500 class. By then, that was my interest. Another friend got a 750 which to me seemed big and very heavy although fast.
Ducati made a 350 and 450 singles i had the hots for on and off.
I lived on a gentle sloping road in the early 80's, and would coast my Kawasaki down the hill, pop the clutch, instead of kick starting it.
We never needed it though.
You won't get any arguments from me about EFI, especially with what happened to carburetors during the Malaise Era.
It's the rest of it. Brake by wire. Cylinder deactivation. Auto stop/start. Et cetera.
The blissful counterstroke-a considerable new message.
Corny perhaps, but modern car pedals don't always "feel" very good to me. At least not the ones I'v tried. There's a subtle difference.
My '91 Honda Civic does have a simple EFI. But that's about it. Everything else is direct/manual and you can feel it/love it.
Even the ones that worked, like Honda's CVCC system, you ever look at the diagram for the vacuum lines? There's about a thousand of them and they all have to be routed to the right port.
EFI was much simpler than that, and it ran good unlike the carbs on American cars.
The blissful counterstroke-a considerable new message.
I mean, the logical answer to me would seem to be "yes". But I dunno...
Maybe they all use "extra heavy-duty" starters now ?
You also get a heavier duty AGM type battery in most cases.
but they are heavier duty and likely more expensive than need be.
I always disable the Auto Idle Stop feature on our Passport as I find it distracting and sometimes dangerous for the engine to stop just when I need acceleration!
...and the systems work pretty well. We put about 1000 miles on a rented Chevy Traverse last year and I didn't even realize it had auto stop/start until I was sitting in the front passenger seat while my brother was driving. Didn't notice it at all while I was driving the car.
It's the complexity I don't like. It's one more thing to go wrong, costs $$$ to fix, and it's only there so the car maker can achieve its CAFE goal. Any fuel savings for the consumer is negligible.
The blissful counterstroke-a considerable new message.
Brakes by wire are more reliable than cables or hydraulic lines, so it is an easy choice. Master cylinder failures was big problem.Cylinder deactivation - does anyone still do that? I thought it died with the Caddies. I would not give a shit if it had to be consciously engaged.
Auto stop/start is something some people like, it is easily permanently disable on my BMW, I think this is how it should be: you want it you use it, if not then not. On my wife's Audi you have to do it every time you start the engine, that is more annoying, but she automatically does it.
Edits: 11/21/24 11/21/24
In a Ford Pinto. The front brakes still worked, but the rears didn't.
Regardless, brake by wire brakes are still hydraulic. There just isn't any mechanical connection between the brake pedal but there's still a hydraulic system. According to Wikipedia, fully electronic service brakes aren't in any production cars.
Brake by wire fails, somebody has to connect a scan tool, look at live data, run a diagnosis, hope for the best. And prepare to pay. Those systems might save money for the car maker but they cost the owner a lot more to repair.
Cylinder deactivation is widespread and has been for about a decade. All of GM's V8 and V6 engines use it, Honda uses it in its V6 engines, VW uses it in the 1.5-liter turbo 4-cylinder, based on what I read Ford uses it in a 1.5-liter three-cylinder. Cylinder deactivation in a three-cylinder engine!
My neighbor's GMC truck has cylinder deactivation--GM called it "Active Fuel Management"--and it's been a problem. He has a device that plugs into the OBD2 port and overrides the ECM when it commands cylinder shut down, but all the mechanical bits are still there and they're prone to failure.
Turning auto stop/start off keeps the engine from wearing itself out prematurely but the system still needs electronic control and a second battery in order to work.
The blissful counterstroke-a considerable new message.
Used to be, you wrote your message on a piece of paper, put it into an envelope, postage attached... and by the time you received the response you forgot the question.
These days you must have a computer... what a drag... :)
But I will give you this honor - you are well on your way to out-luddite me. :)
In fact, I have my own scan tool.
But taking the car to a guy who's going to diagnose the problem correctly, that all has to be paid for on top of any mechanical repairs.
The more controllers on the network, the more expensive it is to diagnose and repair issues when they arise. And they will.
The dual-circuit brake system is simple. There's no reason for brake by wire, it's just reinventing the wheel.
The blissful counterstroke-a considerable new message.
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