Oil pressure operated switches
#1
Oil pressure operated switches
I have learned that there are oil pressure operated switches, that are used for:
- To control electric choke and oil pressure warning light. Here one of the pins works like normal one post oil pressure light sensor (grounds the pin when oil pressure is on), and other two are normally open and closes when oil pressure is on (this pair controls choke).
- As a safety switch for electric fuel pump. Here you have one normally closed and one normally open contact, if I get it right.
Are those two really different switches or is it the same type of switch used to both purposes? If they are different components, are the P/N #:s available from someone?
- To control electric choke and oil pressure warning light. Here one of the pins works like normal one post oil pressure light sensor (grounds the pin when oil pressure is on), and other two are normally open and closes when oil pressure is on (this pair controls choke).
- As a safety switch for electric fuel pump. Here you have one normally closed and one normally open contact, if I get it right.
Are those two really different switches or is it the same type of switch used to both purposes? If they are different components, are the P/N #:s available from someone?
#2
#3
Yes, I'm aware of that. There is explained how PS127 switch is used to control choke.
And here:
https://classicoldsmobile.com/forums...r-starter.html
The same Joe P. clearly explains how to use PS64 switch to control electric fuel pump. Thanks to him for sharing his great knowledge.
Only thing confusing for me is, are those mentioned PS127 and PS64 different to each other in function, or are they just old and new P/N?
#4
PS64 has a one SPDT switch internally. One terminal (the P terminal) that connects to the pump. This is connected to the center terminal when there is no oil pressure. The center terminal is connected to the S wire on the starter to power the pump during cranking (before there is oil pressure) to "prime" the carb. Once oil pressure exceeds about 7psi, the P terminal is switched to the other outside terminal, which is connected to a +12v source that is hot in the RUN position. This keeps the pump operating so long as there is oil pressure.
#5
They are different in function. PS127 has two separate SPST switches internally, one that connects the center terminal (for the OIL light) to ground when pressure is below 4 psi and a separate switch that connects the two outboard terminals to each other above 7 psi.
PS64 has a one SPDT switch internally. One terminal (the P terminal) that connects to the pump. This is connected to the center terminal when there is no oil pressure. The center terminal is connected to the S wire on the starter to power the pump during cranking (before there is oil pressure) to "prime" the carb. Once oil pressure exceeds about 7psi, the P terminal is switched to the other outside terminal, which is connected to a +12v source that is hot in the RUN position. This keeps the pump operating so long as there is oil pressure.
PS64 has a one SPDT switch internally. One terminal (the P terminal) that connects to the pump. This is connected to the center terminal when there is no oil pressure. The center terminal is connected to the S wire on the starter to power the pump during cranking (before there is oil pressure) to "prime" the carb. Once oil pressure exceeds about 7psi, the P terminal is switched to the other outside terminal, which is connected to a +12v source that is hot in the RUN position. This keeps the pump operating so long as there is oil pressure.
#6
The original application for the PS64 was the fuel pump on the Vega. I know the 1972 Vega I owned (take it easy... I put a 215 in it ) had gauges, but it was a GT model.
#7
Funny thing, 215 Olds/Buick alum. v8 engine is better known here in Europe as Rover engine. It has been a popular engine to swap in earlier years to many cars here, Volvo's, 240Z:s and so on. Light weight and small dimensions. Sorry, went a bit siderails/off-topic
#8
Vega GT with Olds aluminium V8 sounds good to me even today! What trans did you use? I have seen couple of Vegas here in Finland equipped with Gen1 sbo.
Funny thing, 215 Olds/Buick alum. v8 engine is better known here in Europe as Rover engine. It has been a popular engine to swap in earlier years to many cars here, Volvo's, 240Z:s and so on. Light weight and small dimensions. Sorry, went a bit siderails/off-topic
Funny thing, 215 Olds/Buick alum. v8 engine is better known here in Europe as Rover engine. It has been a popular engine to swap in earlier years to many cars here, Volvo's, 240Z:s and so on. Light weight and small dimensions. Sorry, went a bit siderails/off-topic
While the BOPR aluminum motor is sort of the "small block Chevy" of the UK, GM actually built more of them in three years of production than Rover did in nearly four decades. Kind of gives you an idea of the differences in production scale between GM and Rover. And I do now have a 4.6 liter short block to go into my 62 F-85. Amazingly, Rover fixed many of the shortcomings of the original 215 design, including the block casting porosity and the addition of cross bolted main caps.
#9
This was back in the 1980s. I used the D&D kit with motor mounts and an adapter plate to the stock Vega TH250. The kit also included a custom oil pan and pickup. The fully dressed 215 weighed 20 lbs more than the Vega four cylinder motor (about 320 lbs total vs. 300 for the four banger).
While the BOPR aluminum motor is sort of the "small block Chevy" of the UK, GM actually built more of them in three years of production than Rover did in nearly four decades. Kind of gives you an idea of the differences in production scale between GM and Rover. And I do now have a 4.6 liter short block to go into my 62 F-85. Amazingly, Rover fixed many of the shortcomings of the original 215 design, including the block casting porosity and the addition of cross bolted main caps.
While the BOPR aluminum motor is sort of the "small block Chevy" of the UK, GM actually built more of them in three years of production than Rover did in nearly four decades. Kind of gives you an idea of the differences in production scale between GM and Rover. And I do now have a 4.6 liter short block to go into my 62 F-85. Amazingly, Rover fixed many of the shortcomings of the original 215 design, including the block casting porosity and the addition of cross bolted main caps.
#10
I'm undecided on the EFI yet. I do have the complete GEMS style intake setup. Frankly, I'd rather find an old Hilborn injection system (that didn't cost a small fortune) and convert that to EFI. Might also go with a TBI system to retain the stock air cleaner for optical reasons.
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