I am running a'48-'50 truck gauge cluster... a 1970 - 302 engine... the flatty's temp gauge used 2 temp sending units... I know it is 12v but the 302 is only set up for one... was there a separate temp gauge or a separate sender for the early '50s six bangers ? I ***ume the 6 only had one sender in it... could I use one v8 6v sender with the 6v gauge...? will the 6v temp gauge work with only one of the flathead v8 senders. ? .. .
Sending units aren't rated in volts, the critical measurement here is Ohms. Gauges are looking for a ohms 'range', it's the gauges that need the correct voltage. Use a '56-70s Ford gauge 'voltage regulator' to power the gauges (Ford used 6 volt gauges in their 12V cars well into the '70s), then you can use the flathead sending units matched to your gauges.
https://www.americanmuscle.com/dash...VCVSGCh0kZA9mEAQYBCABEgIsHPD_BwE&gclsrc=aw.ds This is the regulator hes referring to. Alot of the 55 guys use it to when swapping over to 12v
Yes, if you use the right one; they're apparently not both the same. Should be this one.... http://shoebox-central.com/1949-195...-single-prong-temperature-sender-sending-unit
thank you sirs... 1940 - '55 one stud sender is the one I need... now I have to look and see what I have left...
Ford used King-Seeley style gauges and senders front Model A day up until 1986 when they converted to 12V magnetic type gauges. The first few years of those magnetic gauges were a nightmare compared to the King - Seeley gauges of old. One thing I failed to mention is that in 1956, Ford went to a 12 volt gauge system to go along b with the new 2 volt battery and charging system introduced that year. Too many problems caused them to return to the King-Seeley system and install a pulsed 6 volt regulator to use the 6 volt gauges and senders. The King-Seeley system doesn't use voltage as the source, but rely on heat deflecting a bimetal strip and more heat causes the strip to deflect more and it is attached to the pointer which moves and indicates the value on the gauge face the sender the sender changes and sends more or less current flow to ground from pressure, thermal resistor, or potentiometer. Current flow changes increase or decreases heat in the gauge ca sung different readings. I have used late model Ford gauges in older cars by changing out the modern face and needle pointer with the old gauge. It acted just the same as the old gauge would had it not failed. I believe that because both 6V and 12v (6V gauges using a cvr/ivr) will function with senders that are King-Seeley design. I have put Chevy in old Fords and installed Ford senders and had no problems. Since Must other cars in more modern times used magnetic gauge systems, those senders are not compatible with the King-Seeley gauges. I hope I haven't rambled on too long and bored or confused any one.
The flathead V8 temp single wire sender is on the p***enger side and provides normal gauge operation, monitoring the right side of the engine. The driver's side sender is actually a switch; when closed it allows the RS sender's signal to the gauge. If the drivers side of the flathead exceeds 212 f, the switch will open and send the gauge to full hot.
The only reason there are two on a Flathead V 8 is because each side of the engine is completely separate . No connection for cross flow except the radiator . The individual sending unit work seperately and the highest temp reading will show on the gauge Then You have to figure out which side is hot and solve the problem , Usually it is one fan belt is looser than the other
Try to use an original KS sender with the lowest ohm resistance that you can. The higher the resistance, the higher the gauge will read when cold. I went through my pile and used one with 8 ohms and the gauge is right on the C. I tried a couple of "new" ones and they measured 11-12 ohms, in which the gauge showed higher. Also check the clearance in the head when installing the sender. You may have to use a pipe bushing for the sender to clear.
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