Mail Archive Search: <+subject:/^(?:^\s*(re|sv|fwd|fw)[\[\]\d]*[:>-]+\s*)*PDWA\s+Plunger\s+Continuity\s*$/>

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References: [ +subject:/^(?:^\s*(re|sv|fwd|fw)[\[\]\d]*[:>-]+\s*)*PDWA\s+Plunger\s+Continuity\s*$/: 3 ]

Total 3 documents matching your query.

1. PDWA Plunger Continuity (score: 1): Author: John Griffiths <John.Griffiths@uregina.ca>; Date: Sun, 15 Sep 2002 13:16:17 -0500; Hi Folks: I'm working on a '73 TR6. After restoring the wiring between my brake warning light and PDWA and grounding the connector and replacing the missing oil pressure switch (and eventually gettin; /html/6pack/2002-09/msg00298.html (7,668 bytes)
2. RE: PDWA Plunger Continuity (score: 1): Author: Hugh Fader <hfader@usa.net>; Date: Sun, 15 Sep 2002 17:18:54 -0400; Hi John. The PDWA circuit works like this: One side of the warning light is connected to +12V. The other side is connected to the PDWA switch. The other side of the PDWA switch is connected to ground; /html/6pack/2002-09/msg00303.html (9,049 bytes)
3. RE: PDWA Plunger Continuity (score: 1): Author: John Griffiths <John.Griffiths@uregina.ca>; Date: Sun, 15 Sep 2002 18:30:51 -0500; Hi Hugh (et al): Further testing: With the switch itself (description: two male prongs on one end and a plunger/nipple on the other) **on the bench** I find: The two male prongs are electrically conn; /html/6pack/2002-09/msg00305.html (11,127 bytes)

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