3 ms·
Yes but even with modern cars you still need all the mechanical things, and things get way beyond a multimeter and a soldering iron on modern cars pretty quickl
by modoc 15y ago
Yes but even with modern cars you still need all the mechanical things, and things get way beyond a multimeter and a soldering iron on modern cars pretty quickly. There are many black-box computers, many complex sensors, thousands of wires that are next-to-impossible to trace/track through wire looms, the firewall, etc... I'm handy with a multimeter and a soldering iron, but still:)
- swishercutter 15y agoYou just need a diagram...I replaced all the wiring on a 1993 Mazda 626 from the front bumper to the dash. 4 big looms. If you have the "real" shop manual tracing problems is easy...not the Haynes or Chiltons (I have the original shop manuals for 2 of my 4 cars, including the electrical supplements, all wire color codings and methods to test every sensor are in the books. I will not argue that fixing the main relay on my father's 1962 Thunderbird was way easier (I won't even get into the difference between dropping the fuel tank vs. a newer car) I believe for the most part newer cars are not much harder to work on. I really like what Volkswagen did with their VAG-Com stuff, really makes troubleshooting easy...like stupid easy, plus it interfaces with the laptop for datalogging.
- r0s 15y agoI guess what I mean is most of those are closed systems which you need to replace entirely when they malfunction. That's the best part of mechanical components for me: When it fails, often they just need to be cleaned.
- nitrogen 15y agoI suspect that dirtying mechanical components have a higher TCO and/or failure frequency than total-failure electrical components.