There are many I guess but at the top of the inlet manifold
('86 XJ6) at the rear near the bulkhead there is a
temperature sender. It does not have a Bosch style
connector like the rest but merely 2 male spade terminals.
On my car it is disconnected and the wires have been
jumpered together.
Alex I think has the best handle on the various functions of this switch. In
a nutshell it controls the air switching module which in turn operates the
diverter valve on the air injection pump and the canister purge valve on the
fuel evaporative system. I think there’s a tie-in to open loop vs, closed
loop operation as well.
Your wires being jumped together replicates a permanently closed switch. I’m
not sure that’s a favorable situation.
Alex ? Bail me out here…
Doug Dwyer
Longview Washington USA
1995 XJRFrom: “jparsons” roverlad@telus.net
There are many I guess but at the top of the inlet manifold
('86 XJ6) at the rear near the bulkhead there is a
temperature sender. It does not have a Bosch style
connector like the rest but merely 2 male spade terminals.
On my car it is disconnected and the wires have been
jumpered together.
Doug’s right, yours is set up to have the airpump always delivering to the
exhaust ports and to have the canister being continually purged, via the valve
under the air cleaner. Not a big deal. At least you don’t have all that hot
air from the pump coming into the intake!
The sensor switch is likely about $40 from the usual sources. Even though I
removed our airpump, I made sure the switch worked so the canister system was
right. But, that may not reaslly matter, since the SII always purges and has
no cutoff valve.–
Alex
79xj6L SII (BRG + wires)
86xj6 SIII (Black)
61 Sprite MkII (Red)
Menlo Park, Calif.
Doug Dwyer wrote:
Alex I think has the best handle on the various functions of this
switch. In a nutshell it controls the air switching module which in turn
operates the diverter valve on the air injection pump and the canister
purge valve on the fuel evaporative system. I think there’s a tie-in to
open loop vs, closed loop operation as well.
Your wires being jumped together replicates a permanently closed switch.
I’m not sure that’s a favorable situation.
In reply to a message from Cannara sent Sat 21 Jul 2007:
I’ve done some more reading. It seems that the ‘‘Maintenance
Handbook’’ has a good bit of detail on the air injection
system. I always seem to find this stuff right at my
fingertips AFTER I ask the question in a public forum :o)
I have tested the thermal switch and it seems to be
functioning correctly. Closed when cold and open at
operating temp (or somewhere before, I did not check the
actual temp when it opens). The handbook also indicates
that air injection permanently to the exhaust ports is a
fault condition (F2) responsible for lack of engine power.
Based on this I have re-integrated the switch into the system.
The other component in the system which I have not yet
checked is the air switching valve. It seems odd that the
system would be bypassed in this manner.