DOCSLIB.ORG

CARQUEST Heater Core Application Guide

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
CARQUEST Heater Core Application Guide Issued: 10/01/06 Publié: 10/01/06 Publicar: 10/01/06 Catalog: C-271 Catalogue: C-271 Catálogo: C-271 MFG Code: HTR Code de ligne: HTR Codigo FAB: HTR Heater Core Application Guide Guide d'application des radiateurs de chauffage Guía de Aplicación de Núcleo de Calentador 2006 2006 Heater Core Application and Illustration Guide C-271 Table of Contents Cooling System Maintenance....................................................... I Determining the Major Root Causes of Heater Core Failure..................III Heater Core Diagnosis.........................................................IV Root Cause of Corrosion ...................................................... V Repair Process of Corrosion..................................................VI Root Cause of Erosion ........................................................VII Erosion Repair Process......................................................VIII Electrolysis: A Major Cause of Heater Core Failure ......................IX Application Table of Contents..................................................... X Application Guide ....................................................................1 Illustrated Guide.................................................................... 25 OE Number to Car Quest Part Number Cross Reference ...................... 65 Illustrated Numerical Index....................................................... 67 COOLING SYSTEM MAINTENANCE Proper maintenance of the cooling system can prevent expensive repairs. Simple basic maintenance must be performed, and it is critical that the proper coolant is used in each system. There is no universal coolant that will work in all models. There are many different types of coolant, and only the OE specified coolant should be used in each vehicle. Coolant types should never be mixed because this can cause a rapid deterioration of the cooling system and it’s components. The additives used for different aluminum radiators, heater cores and engine components have caused the increase in types of coolant. Everyone should stock three kinds of coolant and these are: IAT chemistry (or Inorganic Additive Technology) - Approximately 56% (or 125 million) of the passenger vehicles on the road use the traditional green antifreeze/coolant that we have known for years. The typical life of this coolant is 24 to 36 months. Although still a big seller today, the need for this chemistry will decline over time since it is no longer used in new vehicle production. This chemistry is proven and has been used for decades. It provides quick protection of metals against corrosion with silicate but these additives deteriorate within 24-36 months leaving the cooling system vulnerable for corrosion. Its high solid contents can also lead to deposits. And, like all antifreeze/coolant chemistries, it is not additive compatible with the other types. This coolant is typically green in color. OAT chemistry (or Organic Acid Technology) - Another 34% (or 76 million) of the passenger vehicles on the road use a long life coolant. It’s most commonly found in GM vehicles produced since 1996 under the name DEX-COOL® and also in Asian made vehicles beginning that same year. It’s also the most common chemistry found in the “universal – all makes all models” chemistries on the market today. As a note: One quick way to tell if the product in OAT is to look at the ingredients on the label. If you see 2-Ethylhexanoate Acid, it’s most likely an OAT. The demand for this chemistry will continue to increase as more of these vehicles roll off the I assembly line and into the market. Its formula is silicate and phosphate free and it relies on “acid” to provide corrosion protection. When used in the proper vehicles, this chemistry provides long lasting corrosion protection by creating a protective barrier on metals with its acid additives. It can provide protection for up to 5 years or 100,000 to 150,000 miles and works well in its intended applications of GM and Asian vehicles but does not meet the specifications of older vehicles requiring IAT green or the newer vehicles that specify HOAT. This coolant is typically orange in color. HOAT chemistry (or Hybrid Organic Acid Technology). - This leaves 10% (or 23 million) of the passenger vehicles on the road using this style of coolant. It can be found in newer Ford and DaimlerChrysler vehicles as well as many European makes including Mercedes, BMW, Volvo and more. Like OAT, the demand for this chemistry will rise as more of these vehicles hit production. This chemistry is phosphate free. HOAT takes the quick protecting silicates from IAT and couples them with the long lasting organic acid protection of OAT to create this hybrid formula. Like OAT, it provides protection for up to 5 years or 100,000 to 150,000 miles. This coolant is typically yellow in color. Always refer to the owner’s manual for the proper coolant type and fill quantity. II Determining the major root causes of Heater Core Failures III Heater Core Diagnosis • What Caused The Core To Fail??? 9 Mechanical Damage During Installation 9 Contaminated Coolant 9 Electrical Ground Issues 9 Missing Coolant Restrictors • Examine The Core For The Cause Of Failure Or Test The Coolant And System For Service Issues IV Root Cause of Corrosion • Coolant Deterioration 9 Old – Weak Coolant 9 Air Contamination 9 pH Level Low 9 High Acid Content • Testing Coolant With Test Strips Recommended ph levels: 9 Regular Coolant (8.5 - 10.5) 9 DEX-COOL (8.3) Top Image – Corrosion\Acid Dissolves The Aluminum Solder Joints Inside Of Cut Open Tube Bottom Image – Weak Contaminated Coolant Dissolves Aluminum Oxide Coating Causing Metal Failure V Repair Process of Corrosion • Drain All Coolant From System • Replace Failed Parts and check following parts 9 Thermostat & Housing 9 Radiator Cap • Flush System With Garden Hose Adapter 9 Check for state restrictions – Not sold in California • Place System Under A Vacuum • Fill With 50/50 Mix Of Coolant VI Root Cause of Erosion • Foreign Material Suspended In Coolant 9 Sand In Engine Block 9 Scale & Rust • Excessive Volume Of Coolant Flowing Through The Heater Core 9 Missing Restrictors In Heater Hose Or Incorrect Hose Fittings Installed VII Erosion Repair Process • Drain And Inspect Coolant For Debris • R & R Radiator For Cleaning Debris in Coolant • Drain & Flush Out Engine Block • Remove Overflow Tank And Clean • Replace Failed Parts And Thermostat • Place System Under Vacuum And Fill With 50/50 Coolant Mix VIII Electrolysis: A Major Cause of Heater Core Failure A major cause of heater core failure is electrolysis, a process of chemical changes in the cooling system, by the passage of an electrical current through the engine coolant. Chemical changes can ionize the system and can cause metal to be removed from the heater core and be deposited to other metals in the system. The result is a pinhole leak(s) at/or within the heater core. Electrolysis is more noticeable in late model vehicles due to higher engine operating temperatures and different coolant requirements. When the cooling system is neglected or not properly maintained, the coolant can help promote passage of an electrical current. Current can also exists in the cooling system because the engine serves as a pathway to ground between the battery negative cable and the negative terminals of electrical components, including the starter and engine cooling fan. Dirty, loose or missing ground connections can increase voltage flow, through the cooling system, in search of an alternate ground. Heater core passage was cut open to show Pinhole Leaks 3 pinhole leaks caused by electrolysis Testing for Electrolysis: x Test with the engine running and at operating temperature. Make sure that all engine ground straps are in place. x Using a digital voltmeter: Place the negative (-) lead to the battery negative post and the positive (+) lead into the coolant. x A voltage reading above 0.300V can cause pinholes in the heater core in a short amount of time. Before the Repair: x Ask the customer if this is the first heater core failure, or if it is a repeat failure. x Ask when the cooling system was last serviced and check the condition of the coolant. x If the system has had multiple heater core failures, (usually with small blackish pinholes) the system should be checked for electrolysis. x Thoroughly service the coolant system with an approved flush and neutralizer. This should eliminate or reduce the electrolysis action. x Check all ground cables, straps, wires and terminal connections. IX Application Table of Contents Make Page No. Make Page No. ACURA 3 JAGUAR 14 AMERICAN MOTORS 3 JEEP 14 AUDI 3 KIA 15 BUICK 3 LEXUS 15 CADILLAC 4 LINCOLN 16 CHEVROLET 5 MAZDA 16 CHEVROLET LIGHT TRU 6 MERCURY 17 CHRYSLER 7 MITSUBISHI 18 DODGE 8 NISSAN 18 DODGE LIGHT TRUCK 9 OLDSMOBILE 19 EAGLE 9 PLYMOUTH 20 FORD 10 PONTIAC 21 FORD LIGHT TRUCK 11 RENAULT 22 GEO 12 SATURN 22 GMC LIGHT TRUCK 12 SUBARU 22 HONDA 13 SUZUKI 22 HYUNDAI 14 TOYOTA 23 INFINITI 14 VOLKSWAGEN 24 INTERNATIONAL 14 VOLVO 24 ISUZU 14 X 2006 Heater Core Application Section 1 2 ACURA Heater Cores Heater Cores Year Model AC w/o AC Year Model AC w/o AC CL TL 03-01 6 Cyl. 3.2 Eng. ........................................... 279710 279710 03-99 All Eng. ...................................................... 279710 279710 99-98 4 Cyl. 2.3 Eng. ........................................... 279413 279413 RL 97 4 Cyl. 2.2 Eng. ........................................... 279413 279413 02-99 6 Cyl. 3.5 Eng. ..........................................
Load more

Recommended publications
  • Heater Core Waranty, Installation Guide and Cooling System Checklist
    HEATER CORE WARANTY, INSTALLATION GUIDE AND COOLING SYSTEM CHECKLIST The replacement heater core which you have purchased has been built to meet or exceed OEM specifi cations. It has also been designed with you in mind for easy installation and offers you a limited one year warranty. HEATER CORE INSTALLATION GUIDE When installing this new replacement heater core, it is important to COOLED REMOVE THE CAP SLOWLY!! IMPORTANT!! FIND OUT remember that heater core installations vary from car to car, and the THE ROOT CAUSE FOR THE HEATER CORE FAILURE BEFORE following is intended only as a guide. Consult the owner’s manual or INSTALLING THE NEW HEATER! vehicle specifi c repair manual for detailed instructions. 1::REMOVAL AND INSTALLATION TIPS The basic tools required for the typical installation of your new heater core are a screwdriver, a set of open-end wrenches and a pair 2::COOLING SYSTEM“TUNE-UP” CHECKLIST of pliers. We highly recommend that you replace your heater core hoses, hose clamps, thermostat and radiator cap. 3::LIMITED WARRANTY CAUTION: NEVER REMOVE THE PRESSURE CAP WHILE THE 4::ITEMS THAT WILL VOID YOUR WARRANTY ENGINE AND COOLANT ARE STILL HOT. ONCE THE ENGINE HAS 1::REMOVAL AND INSTALLATION TIPS 1 After removing the failed heater core from the rent can destroy an aluminum heat exchanger in a the proper coolant and deionized or distilled water vehicle, fi nd out why it failed: is it the original very short time. as recommended by the vehicle manufacturer. heater core? Was it replaced before? If so, how Coolant pre-mixes may also be used.
    [Show full text]
  • Lubricants Operation Automotive Air Conditioning Lubricants Are Specially Formulated Because of How and Where They Operate
    Lubricants Operation Automotive air conditioning lubricants are specially formulated because of how and where they operate. Air conditioning oils must be “dry” (having little or no water content) and mix with the system’s refrigerant so they can circulate. They must lubricate system components under temperatures ranging from -30°F to 200°F. Refrigerant oil is circulated throughout the system by the compressor. Different oils are used in automotive A/C systems, based on the type of refrigerant. Polyalkylene Glycol (PAG) oil is used for R-134a refrigerant. The three types of PAG oil are: • PAG-R for rotary compressors • PAG-S for swash plate compressors, and • PAG-F for the FOT system on the Quest. Refer to the service manual for the correct oil for the system you are servicing. NOTE: PAG oil is very hygroscopic (absorbs moisture from the air) and should be exposed to the atmosphere as little as possible while charging an R134a system. Malfunctions Oil contamination, including moisture, can cause system failures. Improper lubrication can cause abnormal wear to the compressor as well as corrosion to other system components. Different types of refrigerant oil (even PAG oils) are not interchangeable and should never be mixed. Because vehicles with R-12 systems continue coming in for service, it is important to remember that R-12 systems use mineral oil instead of PAG oil. Adding PAG oil to an R-12 system (or vice versa) can cause seal failure and refrigerant leakage. In the old R-12 systems, lines and hoses relied on refrigerant oil to maintain seal integrity and prevent leakage at hose and line fittings.
    [Show full text]
  • Cooling System Overview the Cooling System
    Cooling System Overview Below is an explanation of this system's operation The Cooling System The purpose of the engine's cooling system is to remove excess heat from the engine, to keep the engine operating at its most efficient temperature, and to get the engine up to the correct temperature as soon as possible after starting. Ideally, the cooling system keeps the engine running at its most efficient temperature no matter what the operating conditions are. As fuel is burned in the engine, about one-third of the energy in the fuel is converted into power. Another third goes out the exhaust pipe unused, and the remaining third becomes heat energy. A cooling system of some kind is necessary in any internal combustion engine. If no cooling system were provided, parts would melt from the heat of the burning fuel, and the pistons would expand so much they could not move in the cylinders (called "seize"). The cooling system of a water-cooled engine consists of: the engine's water jacket, a thermostat, a water pump, a radiator and radiator cap, a cooling fan (electric or belt- driven), hoses, the heater core, and usually an expansion (overflow) tank. Fuel burning engines produce enormous amounts of heat; temperatures can reach up to 4,000 degrees F when the air-fuel mixture burns. However, normal operating temperature is about 2,000 degrees F. The cooling system removes about one-third of the heat produced in the combustion chamber. The exhaust system takes away much of the heat, but parts of the engine, such as the cylinder walls, pistons, and cylinder head, absorb large amounts of the heat.
    [Show full text]
  • INTERNAL COMBUSTION ENGINE COOLING STRATEGIES: THEORY and TEST John Chastain Clemson University, [email protected]
    Clemson University TigerPrints All Theses Theses 12-2006 INTERNAL COMBUSTION ENGINE COOLING STRATEGIES: THEORY AND TEST John Chastain Clemson University, [email protected] Follow this and additional works at: https://tigerprints.clemson.edu/all_theses Part of the Engineering Mechanics Commons Recommended Citation Chastain, John, "INTERNAL COMBUSTION ENGINE COOLING STRATEGIES: THEORY AND TEST" (2006). All Theses. 23. https://tigerprints.clemson.edu/all_theses/23 This Thesis is brought to you for free and open access by the Theses at TigerPrints. It has been accepted for inclusion in All Theses by an authorized administrator of TigerPrints. For more information, please contact [email protected]. INTERNAL COMBUSTION ENGINE COOLING STRATEGIES: THEORY AND TEST A Thesis Presented to the Graduate School of Clemson University In Partial Fulfillment of the Requirements for the Degree Master of Science Mechanical Engineering by John Howard Chastain, Jr. December 2006 Accepted by: Dr. John Wagner, Committee Chair Dr. Richard Figliola Dr. Darren Dawson ABSTRACT Advanced automotive thermal management systems integrate electro-mechanical components for improved fluid flow and thermodynamic control action. Progressively, the design of ground vehicle heating and cooling management systems require analytical and empirical models to establish a basis for real time control algorithms. One of the key elements in this computer controlled system is the smart thermostat valve which replaces the traditional wax-based unit. The thermostat regulates the coolant flow through the radiator and/or engine bypass to control the heat exchange between the radiator’s coolant fluid and the ambient air. The electric water pump improves upon this concept by prescribing the coolant flow rate based on the engine’s overall operation and the driver commands rather than solely on the crankshaft speed.
    [Show full text]
  • Effect of Heat Expansion in an Internal Combustion Automotive Engine
    The International Journal Of Engineering And Science (IJES) || Volume || 5 || Issue || 1 || Pages || PP -30-35|| 2016 || ISSN (e): 2319 – 1813 ISSN (p): 2319 – 1805 Effect of Heat Expansion in an Internal Combustion Automotive Engine 1Engr. Amaechi O. Joseph 2Boro Isaac 1Faculty of Vocational and Technical Education Ignatius Ajuru University of Education Port Harcourt, Rivers State, Nigeria 2Faculty of Technical and Science Education Rivers State University of Science and Technology Nkpolu, Port Harcourt, Rivers State, Nigeria --------------------------------------------------------ABSTRACT-------------------------------------------------------------- One of the most challenging aspects of designing and building an internal combustion engine is determining the thermal effects on the components. The purpose of this study was to determine the effect of heat expansion in an internal combustion automobile engine. Overheating has catastrophic consequence; allowing the engine to overheat even for a short period of time (minutes) cause the piston and rings to expand to the point that they are too large and tight in the cylinders. When this happens the cylinder damaged beyond repair. The result of these findings reveals that rapid expansion excess overheating, system leakages, wrong coolant, bad thermostat, faulty radiator and the use of dissimilar metals in the combustion chamber. Keywords: Heat, Expansion, Combustion, Automotive Engine -----------------------------------------------------------------------------------------------------------------------------
    [Show full text]
  • When Good Radiators Go Bad It Can Happen Very Quickly, Even in a Matter of Weeks Or Even Days
    Tech Tips JOBS When good radiators go bad It can happen very quickly, even in a matter of weeks or even days. A perfectly good radiator can develop pin-hole leaks that are an indicator of possible electrolysis. Harbour Radiator’s Garry O’Brien, explains what to look for and how to prevent it from happening again. Electrolysis can be very damaging to any aluminium component that comes into contact with the coolant in any vehicle. If you have a radiator, heater JOBS core, or even a thermostat housing or cylinder head that is leaking coolant from tiny holes, electrolysis is usually the cause. If you only replace the failed part, you may see the same car back again in a matter of weeks, or even days, with the same problem. Knowing when and how to look for electrolysis and how to eliminate it, will steer you clear of what can end up being an expensive and reputation ruining experience. Electrolysis is caused by electrical current travelling itself. This type of electrolysis is a chemical reaction is suffering from chemical electrolysis caused by through the coolant, turning the cooling/heating between the coolant and the aluminium, that is ‘worn out’ coolant. After replacing the damaged system into an unintended circuit. Once this stray basically like a battery. When the coolant is “worn parts, flush and refill the cooling system and repeat electrical current occurs, any metal that the coolant out”, it acts like acid in a battery, allowing dissimilar the voltage test. touches can be dissolved into the coolant. metals to create voltage and a current.
    [Show full text]
  • A/C and Heat Systems Overview
    A/C And Heat Systems Overview Below is an overview of this system's operation The Air Conditioning and Heating System Not only do we depend on our cars to get us where we want to go, we also depend on them to get us there without discomfort. We expect the heater to keep us warm when it's cold outside, and the air conditioning system to keep us cool when it's hot. We get heat from the heater core, sort of a secondary radiator, which is part of the car's cooling system. We get air conditioning from the car's elaborate air conditioning system. Despite its relatively small size, the cooling system has to deal with an enormous amount of heat to protect the engine from friction and the heat of combustion. The cooling system has to remove about 6,000 BTU of heat per minute. This is a lot more heat than we need to heat a large home in cold weather. It's good to know that some of this heat can be put to the useful purpose of keeping us warm. Air conditioning makes driving much more comfortable in hot weather. Your car's air conditioner cleans and dehumidifies (removes excess moisture), the outside air entering your car. It also has the task of keeping the air at the temperature you select. These are all big jobs. How do our cars keep our "riding environment" the way we like it? Most people think the air conditioning system's job is to add "cold" air to the interior of the car.
    [Show full text]
  • Radiator and Heater Core Failures? Check for Electrolysis
    Radiator and Heater Core failures? Check for Electrolysis The ALLDATA Tech-Assist Team Repeated or low-mileage coolant leaks from a radiator or heater core may be caused by electrolysis. Electrolysis is electricity flowing through your cooling system which causes an electrochemical charge across the metal components and passageways. It usually occurs if there is a corroded, lose or weak ground for one or more electrical components. The result is rapid corrosion and severe damage to the components in your cooling system including discoloration, pitting, flaking, and pinhole leaks. To tell if a cooling system is being affected by electrolysis, you will need to test the amount of voltage in the cooling system. Locating the Source Warning: Be careful opening the radiator or gas bottle when the engine is hot. Coolant can immediately boil when exposed to atmospheric pressure, causing a burn hazard. A simple and effective way to determine which electrical component is causing the problem is to first, connect the negative lead of a volt/ohm meter to the battery ground and inserting the positive lead of the volt meter into the coolant in the radiator or overflow/gas bottle. NOTE: If the radiator neck is metal, be sure not to contact it or the core with the positive lead. Start a preferably cold engine and have someone switch components on and off one at a time as you monitor the volt/ohm meter. In some instances, fuses will need to be removed to switch an accessory off like the HVAC blower motor. If the test results are more than 0.10 Volts, it indicates that electrical current from that component is using the cooling system to find a ground.
    [Show full text]
  • Heater Core Leakage and Electrolysis Tsb 06-21-19 (Information Only)
    HEATER CORE LEAKAGE AND ELECTROLYSIS TSB 06-21-19 (INFORMATION ONLY) FORD: LINCOLN: 1997-2002 Contour 1997-2002 Continental 1997-2007 Crown Victoria, Mustang, Taurus 1997-2007 Town Car 2000-2007 Focus 2000-2006 Lincoln LS 2002-2005 Thunderbird 2006 Zephyr 2005-2007 Five Hundred, Freestyle 2007 MKZ 2006-2007 Fusion 1998-2007 Navigator 1997-1999 F-250 Light Duty 2002-2003 Blackwood 1997-2003 Windstar 2003-2005 Aviator 1997-2007 E-Series, Expedition, Explorer, 2006-2007 Mark LT F-150, F-53 Motorhome Chassis, MERCURY: F-Super Duty, Ranger 1997-2002 Cougar, Mystique 2000-2005 Excursion 1997-2005 Sable 2001-2003 Explorer Sport 1997-2007 Grand Marquis 2001-2007 Escape, Explorer Sport Trac 2005-2007 Montego 2004 F-150 Heritage 2006-2007 Milan 2004-2007 Freestar 1997-2002 Villager 2005-2007 Escape Hybrid 1997-2007 Mountaineer 1999-2007 F-650, F-750 2005-2007 Mariner 2006-2007 Mariner Hybrid This article supersedes TSB 01-15-6 to update the a. If leaks are found on the inlet (or outlet) vehicle model years and Service Procedure. tubes entering /exiting the heater core, it is most likely due to due to high flow rate - ISSUE replace the heater core and install a The majority of repeat heater core leaks are due to restrictor in the heater hose closest to the high flow rate or use of poor quality coolant. engine block, reference Workshop Manual, However, electrolysis should also be checked, Section 412. especially when repeat repairs have occurred. b. If leaks are found in the body of the heater ACTION core itself, and does not appear to be the If the heater core is leaking, review the location of result of physical damage like contact or the leakage and check the condition of the coolant.
    [Show full text]
  • Coolant Flow Radiator and Engine Block the Thermostat
    Coolant Flow Radiator And Engine Block Below is an explanation of this system's operation The Thermostat Just like your body needs to warm up when you begin to exercise, your car's engine needs to warm up when it starts its exercise. The thermostat provides control for your engine's warm-up period. The thermostat is located between the engine and the radiator. This little temperature-sensitive spring valve stays closed during engine warm-up. When the thermostat is closed, it prevents coolant from leaving the engine and circulating through the radiator until the correct running temperature is reached. The correct running temperature for most engines is between 180 degrees F and 200 degrees F. When the right temperature is reached, the spring valve opens, allowing coolant to circulate through the radiator to be cooled-- almost like our bodies begin to perspire after we've warmed-up. The temperature at which the thermostat is designed to open is called its rating, and may be stamped on the body. The 180 Degrees F thermostat begins to open at (you guessed it!) 180 Degrees F and is fully opened at 200 degrees F. Different engines use different temperature thermostats. Some high range thermostats maintain engine operating temperatures above 200 degrees F. This causes the engine to burn up more pollutants and aids in emissions control. However the range for your thermostat depends on the type of your engine, load requirements, weather, and other variables. Most thermostats are the "pellet" type; the name comes from the wax pellet that expands as the engine coolant warms.
    [Show full text]
  • G40® Data Sheet D/EVO 120 E February 2017 Supersedes Edition of September 2016
    G40® Data Sheet D/EVO 120 e February 2017 Supersedes edition of September 2016 Page 1 of 5 GLYSANTIN® G40® is an engine coolant concentrate based on ethylene glycol that needs to be diluted with water before use. GLYSANTIN® G40® contains a corrosion inhibitor package based on salts of organic acids and silicates (Si-OAT coolant). GLYSANTIN® G40® is free of nitrites, amines, phosphates and borates. Properties GLYSANTIN® G40® protects engines corrosion, overheating and frost. It effectively protects engines against corrosion and deposits in the cooling system with its vital parts, the coolant channels in engine block and cylinder head, the radiator, the water pump and the heater core. GLYSANTIN® G40® fulfills the requirements of the following coolant standards: AS 2108-2004, ASTM D 3306, ASTM D 4985, SAE J1034, ÖNORM V 5123, CUNA NC 956-16, JIS K 2234:2006, SANS 1251:2005, China GB 29743-2013 and BS 6580:2010 GLYSANTIN® G40® is officially approved by the following OEMs: VW / Audi / Seat / Skoda / TL 774-G Lamborghini / Bentley / Bugatti Porsche from MY 1996 Daimler / Mercedes-Benz MB-Approval 325.5 and 325.6 MAN MAN 324 Type Si-OAT Cummins CES 14603 MTU MTL 5048 Liebherr Minimum LH-01-COL3A Deutz DQC CC-14 IRIZAR, S. COOP from Sep. 2016 G40® Data Sheet D/EVO 120 e February 2017 Supersedes edition of September 2016 Page 2 of 5 Miscibility Since the special advantages of GLYSANTIN® G40® will only be achieved when GLYSANTIN® G40® is used exclusively, mixing GLYSANTIN® G40® with other GLYSANTIN® coolants or products of other producers is not recommended.
    [Show full text]
  • Cooling Systems in Automobiles & Cars
    International Journal of Engineering and Advanced Technology (IJEAT) ISSN: 2249 – 8958, Volume-2, Issue-4, April 2013 Cooling Systems in Automobiles & Cars Gogineni. Prudhvi, Gada.Vinay, G.Suresh Babu Abstract: Most internal combustion engines are fluid cooled What the cooling system does for an engine. using either air (a gaseous fluid) or a liquid coolant run through a heat exchanger (radiator) cooled by air. 1. Although gasoline engines have improved a lot, they In air cooling system, heat is carried away by the air flowing are still not very efficient at turning chemical energy over and around the cylinder. Here fins are cast on the cylinder into mechanical power. head and cylinder barrel which provide additional conductive 2. Most of the energy in the gasoline (perhaps 70%) is and radiating surface. In water-cooling system of cooling engines, the cylinder walls and heads are provided with jacket converted into heat, and it is the job of the cooling through which the cooling liquid can circulate. system to take care of that heat. In fact, the cooling An internal combustion engine produces power byburning fuel system on a car driving down the freeway dissipates within the cylinders; therefore, it is oftenreferred to as a "heat enough heat to heat two average-sized houses! engine." However, only about25% of the heat is converted to 3. The primary job of the cooling system is to keep the useful power. Whathappens to the remaining 75 percent? Thirty engine from overheating by transferring this heat to the to thirtyfive percent of the heat produced in the air, but the cooling system also has several other combustionchambers by the burning fuel are dissipated by important jobs.
    [Show full text]