Welcome to the test lab.  Today we will reveal our newest invention.  We have developed a new line of heavy duty transmissions and created a new standard for reliability, durability and quality, with customer service being our primary focus.  Work is proceeding using crude ideas for an instrument that would not only supply inverse reactive current for the use in unilateral phase detractors but would also be capable of automatically synchronizing cardinal grammeters.  Such an instrument is the Turbo Encabulator.

Basically, the only new principal involved is that, instead of power being generated by the relative motion of conductors and fluxors, it is produced by the mobile interaction of magneto reluctance and capacitive diractors.  The original machine had a base plate of prefabulative amulight surrounded by a malleable logarithmic casing in such a way that the two spurving berrings were in a direct line with the panametric bam.  The latter consisted simply of six hydrocoptic marzel vanes sole fitted to the amberpatient lunar rein shaft so that side fumbling was effectively prevented.

The main winding was of the normal Lotas O Delta type placed in panendurmic semi-boloid slots of the strator, every seventh conductor being connected by a nonreversible D Tremmy pipe through the differential girdle spring on the up end of the grammeters.

The Turbo Encabulator has now reached a high level of development and it is being successfully used in operation of no-for trems.  Moreover, whenever forescent score motion is required, it may also be employed in conjunction with a drawn recipricator dingle arm to reduce sino-soidal depleneration.

Now that we know how the Turbo Encabulator works, let’s take a closer look at its diagnostic service.  For the purposes of obscurity, we have removed the casing to expose the heart of the Turbo Encabulator – the magneto reluctance modial interactor.  Since little or nothing is known about the principles involved in magneto reluctance, diagnosing faults can be a problem.  Connect a DRV2 to the aft end of the moxy interpreter using the special adaptor WUPD4, making sure that the osmolality of the phase detractor in not extrapolated.

Begin the test by selecting model year, transmission system, and Turbo Encabulator test run.  If there are any system faults, they will be displayed in secret code on the DRV screen.  It is a simple head code.  Anyone can catch it.  The most common fault is sigmoid rumbling below the belt line, which the customer would refer to as a burping or even a hiccupping noise.  To service this fault, refer to the Turbo Encabulator diagnostic procedures manual and song book and perform test TE 10.  Using the Geiger scale on the DRV2, measure the wrenchin output of the capacitive reactor flux muster.  If it is above 10 rgs, replace the unit.  If it is below 10 rgs, you will be directed to perform a series of tests that will effectively raise the billable hours for the service department but will perform no other useful function.

All other faults should be treated as if they do not exist and customers should be told that the burping and hiccupping noise is normal, caused by too much gas in the fuel system.

Please be sure to tune in next week for the revealing instruction on how to cleanse a martingale using a eupheraneous bath.

(* I am not the author of this piece. I don’t know who is. I am passing it along as a service to all good nonsense.)