#11
|
||||
|
||||
Socket in the fuel flap?
No wait!! Bumper is the best place but it will get covered in crap. He bumper is the best place I think. There is already a hole directly behind the bumper near the battery.
__________________
[center] 06 3.0TDI Quattro: Options: Soft close Doors & Boot, Electric Blinds, Keyless Entry & Start, Bluetooth HandFree, Quad Zone Climate, APS+, 3 Spoke Sports Tiptronic Multi Function Steering Wheel, Heated Seats All Round, Black Leather Comfort Seats, AMI, Sunroof, Drivers & Passenger Electric Memory Seats, Auto Dimming Mirrors, Bi-Xenons AFS2, Dab, Digital TV, Reversing Camera, AV Inputs, Fridge, Solar Roof, TPMS, facelift rear lights, 3G, remote boot closure, Tow Bar. |
#12
|
||||
|
||||
__________________
Del |
#13
|
||||
|
||||
Be ok if it was a diesel.
Your tow socket idea was possibly the best but if my socket was anything to go by, it's going to get wet.
__________________
[center] 06 3.0TDI Quattro: Options: Soft close Doors & Boot, Electric Blinds, Keyless Entry & Start, Bluetooth HandFree, Quad Zone Climate, APS+, 3 Spoke Sports Tiptronic Multi Function Steering Wheel, Heated Seats All Round, Black Leather Comfort Seats, AMI, Sunroof, Drivers & Passenger Electric Memory Seats, Auto Dimming Mirrors, Bi-Xenons AFS2, Dab, Digital TV, Reversing Camera, AV Inputs, Fridge, Solar Roof, TPMS, facelift rear lights, 3G, remote boot closure, Tow Bar. |
#14
|
||||
|
||||
I'm thinking about fog light cover for connection
with one of these http://www.ebay.co.uk/itm/SD20-20mm-...3D191679655350
__________________
Del |
#15
|
|||
|
|||
Quote:
|
#16
|
||||
|
||||
I did some digging into this last night and from what I read it seems like cabels and connectors are rated the same'ish but switches are a different kettle of fish entirely.
See text below, I am however willing to be told otherwise if you have info to share I'll be glad to take a look. Code:
SWITCHES AC VS DC by Art Bianconi (EAA 92330) Technical Counselsor 1216 99 Dover Green Staten Island, NY 10312 Some years ago I w».s fortunate to be able to work alongside engineers from Underwriters Laboratories (UL) during destructive testing of electrical devices. It was part of my apprenticeship as a designer for a major electrical manufacturer and it was during this period that I acquired an appreciation for the vital differences between AC and DC ratings for switches. I share this with you because I am growing increasingly concerned at the widespread lack of appropriateness most aircraft builders demonstrate when selecting switches for the cockpit environment. Each time a builder asks me to perform a pre-FAA inspection of the aircraft, I carefully inspect the switches and to date over three-fourths of the projects inspected have turned up AC rated or non-rated switches in DC circuits. There is a large scale misconception that any switch can be used so long as its current rating exceeds the maximum load in the circuit. "Current is current; what difference does it make whether it's DC or AC? Besides, I'm using a 125 volt AC switch in a circuit with only 12 volts!" The differences in load carrying capability are dramatically non-linear and are best appreciated by carefully inspecting a high-quality switch carrying both AC and DC ratings. Typical of this is the roller and bar micro switch made by MICRO Corporation (Part No. DT- 2RV23-A7). Rated at 10 amps at 125 or 250 volts AC, the same switch can only carry .3 (that's three-tenths!) of an amp at 125 volts DC. If DC voltage is increased to 250 volts, the current rating drops even further to .15 amps! In real terms, this represents less than 1/60 of the original load carrying ability and all we did was go from 250 volts AC to 250 volts DC! Those of you who can still remember the old Kettering coil ignition systems will recall that when the condenser in the distributor went bad, the points generally turned blue and melted down in just a few minutes. Cockpit switches don't have the benefit of condensers to absorb the electrical inertia present in a DC circuit and, as a result, the gap temperatures get hot enough to weld contacts, even those made with exotic high temperature alloys. The reason for this is simple enough to appreciate: because AC current changes directions 120 times a second in a 60 cycle circuit; there are 120 times when there is no current flowing at all. The current actually helps turn itself off the moment it sees a gap and switch designers use this phenomenon to help reduce the cost of manufacturing AC switches. In DC circuits, however, the "push" is constant even when the points begin to open and the resulting arc is DC current's way of demonstrating its resistance to termination. "But won't my circuit breakers protect me?" No, they won't. Fuses and CB's provide overload protection and a welded set of contacts will not, by themselves, cause an increase in circuit load. Furthermore, what often happened during UL testing was that the points welded shut making it impossible to open the circuit. Cycling the switch to the open position was often misleading — yes, the lever moved but inside the switch, the cam had separated from the welded points and while it appeared to have interrupted the circuit, the circuit was, in fact, still hot. If the circuit involved was your fuel transfer pump or fuel boost pump and you thought it turned off when in fact it was still running, what would the consequences be? If it were a flap or elevator trim motor or a gear retraction device, how would a tripped circuit breaker save you if the activating switch was welded closed and in a mode other than what is required for a safe landing? A DC rated switch will cost you about 3 times more than an AC rated switch of identical current capacity. If your panel sports 10 switches (which is not likely) the difference will be less than $35 (in 1986 dollars). You've gotten this far. Is it worth jeopardizing your investment or your safety by cutting corners with cheap or improperly rated switches.
__________________
Del |
#17
|
|||
|
|||
There's a few options with Rebling 7000 series.
__________________
Matt 2004 A8 3.7q, 1998 A4 2.8q, 1994 Coupe 2.8q SORN, |
#18
|
||||
|
||||
Sturdy connectors them like
__________________
Del |
Thread Tools | |
Display Modes | |
|
|