COOLING SYSTEM

Purpose:
 To control the rate of heat removal from the cylinders, either a direct or an indirect
air cooling system is provided over the engines normal speed and load range.
OPERATING- TEMPERATURE CONDITIONS OF THE ENGINE;
Different parts of the engine operate at different temperatures, so some regions inside
are prone to overheating than others, as follows:

 Intake air,
300c to 600c
 Peak-combustion gas,
20000c to 24000c
 Exhaust gas,
7000c to 9000c
 Cylinder wall near cylinder
head 1600c
0
to 220 c
 Cylinder wall near crankcase,
1000c to 1500c
 Centre of cylinder head, ,
2000c to 2500c
 Center of piston crown,
2500c to 3000c
 Cylinder-block coolant
800c to 1000c

TOTAL HEAT RELEASED BY THE ENGINE:

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Out of 100% released by the engine, the useful heat is 35%, 32% is lost to exhaust
gasses,27% wasted to cooling, 4% to radiation or surrounding and 2% to friction.

Unless steps are taken to limit the temperature of the engine parts, a number of more
or less serious troubles will arise.-

The combustion walls, piston crown, the upper end of the cylinder and the region
of the exhaust port are exposed to the hottest gasses and will reach the highest
temperatures resulting in distortion from their correct shape, causing gas leakage,
loss of power, valve burning and possibly even cracking of cylinder or head
The oil film which should lubricate the piston and cylinder walls will be burn or
carbonized, causing excessive wear and even seizure of the piston.
Power will be reduced by the heating of the fresh gas entering the cylinder,
so reducing its density.
Pre-ignition occurring resulting in serious damage to the engine if it persists.

FUNCTION OF THE COOLING SYSTEM:

Is to remove heat from the engine parts at a high enough rate to keep the temperature
within safe limits and so avoid the troubles above.

It is, however, important not to overcool the engine, or other troubles will be
encountered.
 Consumes fuel. Un vaporized fuel will be deposited on cold cylinders walls.
 Dilution of lubricating oil hence destroying its lubricating properties.
 Water vapour formed during combustion will condense on the cold cylinder walls,
forming sludge with the lubricating oil and corroding engine parts.

METHODS OF HEAT TRANSFER:

Heat flow from the hotter to the colder substance, be it solid, liquid or gas. They are
three methods viz:-
 CONDUCTION:
This is brought about when heat is transferred from particle to particle throughout a
body without any visible sign of movement.
 CONVECTION:
This is established when heat is carried by circulating currents moving particles
through either a liquid or a gas. Forced convection may be achieved by a pump or fan
which creates positive relative movement of the fluid over the stationery heated
surface.
 RADIATION:
All substances, whether solid, liquid or gaseous, the unit energy by wave motion
radiates in all directions in straight lines with the speed of light.

TYPES OF COOLING SYSTEM:

There are two basic methods of removing the heat from the engine.

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DIRECT AIR-COOLING OR AIR COOLING:
Heat is radiated from the cylinder and head directly into the surrounding air.

This is used in motor-cycle and air craft engines, although a few engines are cooled
by air. Some stationery engines are air cooled also, by means of a driven fan.
It is not used for multi-cylinder engines because it is difficult to cool all the cylinders
equally, and the control of temperature is not very accurate.

The cylinders and heads are heavily finned to increase the heat-dissipating areas.
Aluminium alloy, are used wherever possible because these are better heat conductors
than iron and steels.

These run at higher temperatures than water-cooled engines so their bearing

clearances must be larger. Due to the absence of sound-baffling water jackets, they
are usually noisier in operation.

COMPONETS OF AN AIR COOLED SYSTEM:

 Fins
 Steel liner
 Baffles
 Cowl.

AIR COOLING HAS SEVERAL POINTS IN ITS FAVOUR:

 An air cooled engine should generally be lighter than the equivalent water cooled
engines.
 The engine worms up to its normal running temp, very quickly.
 The engine can operate at higher temp, than water cooled engine.
 The system is free from leakage problems and requires no maintenance.
 There is no risk of damage due to freezing of the coolant in the cold weather.

DEMERITS OF AIR COOLED SYSTEM:

 A fan and suitable cowls are necessary to provide and direct the air flow. The fan
is noisy to absorb a fairy large amount of power. The cowling makes it difficult to
get at certain parts of the engine.
 The engine is more liable to over heating under arduous conditions than a water
cooled engine.
 Mechanical engine noises tend to be amplified by the fins
 Cylinders usually have to be made separately to ensure proper formation of the
fins. This makes the engine more costly to produce.

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 Cylinders must be spaced well a part to allow sufficient depth of fins.
 It is more difficult to arrange a satisfactory car heating system

AIR COOLING OF MULTI-CYLINDER ENGINES:

 A centrifugal fan, driven at

approximately twice crankshaft
speed, is mounted at the front of
the engine and takes in air through
a central opening in the fan
casing.
 From the fan, air is delivered into
a cowl and passes over the fins on
the engine cylinders.
 Baffles direct the air flow between
the fins, from which the air picks
up heat, so cooling the cylinders.

NOTE:
 For in-line type shown in fig above, it is not the most suitable for air cooling
because cylinders are placed further apart than necessary, to allow enough air to
flow between the cylinders.
 Vee-type engines or horizontally opposed types are better in this respect because
the cylinders are spaced far enough apart to leave room for the crankshaft
bearings.
This allows a good air flow between the cylinders while keeping the total engine
length short.

FAN BLOWER:
There are two classes of fan types:-
(b) Radial flow and (a) Axial flow types.

AXIAL FLOW TYPE

This is a simple curved-blade type known as an axial-flow

because the direction of air flow is parallel to the axis of
the spindle. It is preferred for heavy-duty high-output
engines.

25
CENTRIFUGAL OR RADIAL FLOW TYPE:

It is more compact for a given output but tends to be noisy. It

is more often used since it is more effective and a fan of
smaller diameter can be used for a given air flow.

It has a curved radial vanes mounted between two discs, one

or both having a large central hole. As it rotates, air between
the vanes rotates with it and is thrown
outwards by centrifugal force.

ELECTRIC MOTOR-DRIVEN
COOLING FANS CIRCUIT:
OPERATION:
Low coolant temperature;
The low coolant temperature switch goes
on and the fan relay is grounded. The
magnetic force of the relay coil keeps the
points off, stopping electrical current from
reaching the fan motor.
High coolant temperature:
The coolant switch goes off and the fan relay circuit is interrupted. Then the points go
on, supplying current to the fan motor and causing the fan to revolve at high speed

IF FAN FAILS TO GO ON: CAUSES.

 Loose connection,
 Inoperative motor,
 Faulty sensor,
 Relay faulty,
 Temperature sensor switch faulty.
NOTE
The coil attracts and repels the points or contacts.

USES OF VISCOUS FANS FOR DIRECTING AIR FLOW: (FLUID).

This is used in diesel engines. It has a bi-metallic spring which senses heat and puts
on fan.
Viscous drives for fans are made in two forms: Torque-limiting and air temperature-
sensing.
The torque-limiting fan drive, as the name suggests, is capable of transmitting to the
fan a maximum torque that depends on the viscosity of the fluid.

25
CONSTRUCTION
It has a clutch disc is sandwiched between the two halves of the casing, which is
fitted with fluid seals to prevent leakage of
the silicone fluid inside the container.
Aluminium alloy is normally used as a material
for the disc and casing.

This lightweight material is chosen because it

has good thermal conductivity for dissipating
the heat generated by the shearing action of the
fluid. Fins on the outside of the casing also aid
heat transfer from the coupling to the air.

GRAPHS SHOWING THE PERFORMANCE CHARACTERISTICS OF

VISCOUS FAN.

The air-sensing fan drive, as well as being torque limiting, varies the fan speed to suit
the temperature of the air that has passed through the radiator.
It does this by controlling the amount of fluid in contact with the drive plate.

When the temperature sensor detects that the coolant is below about 75 0c, the fluid is
evacuated from the drive chamber and the fan drive is disengaged. This saves more
power than with a torque-limiting fan and also reduces fan noise.

LIQUID OR WATER COOLED SYSTEM: (INDIRECT).

Liquid used to carry heat away from the cylinders and heads almost invariably water,
to which may be added certain chemicals.

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COMPONENTS OF LIQUID COOLING SYSTEM:
 Radiator
 Thermo start
 Fan
 Pressure cap and expansion reservoir
 Pump
 Water jackets.

ADVANTAGES OF WATER COOLING:

 Temperatures throughout the engine are more uniform, thus distortion is
minimized.
 Cylinders can be placed close together and the engine made more compact.
 Although a fan is usually fitted to force air through the radiator, it is smaller than
that required in an air cooled system and is thus quieter and absorbs less power.
 There is no cowling to obstruct access to the engine.
 The water and jackets deaden mechanical noise
 The engine is better able to operate under arduous conditions without overheating.
 It is readily available in most parts of the world at little or no cost.

DISADVANTAGES OF WATER COOLED

 Weight- not only of the radiator and connections but also of the water. The whole
engine installation is likely to be heavier than an equivalent air cooled engine.
 Because the water has to be heated, the engine takes longer to warm up after
starting from cold.
 If water is used, the maximum temperature is limited to about 85 0c-900c to avoid
the risk of boiling away the water.
 If the engine is left standing in very cold weather, precautions must be taken to
prevent the water freezing in the cylinder jackets and cracking them.
 There is a constant risk of leakage developing.
 A certain amount of maintenances is needed, e.g. checking water level, anti-frost
precautions, clearing out deposits, e.t.c.

CIRCULATION:
The coolant must circulate around the cylinders to absorbing heat and dissipate it in
the radiator.
A method of producing this circulation relies upon the convection currents in the
coolant is known as a natural circulation system, or a thermosyphon system.

THERMO-SYPHON SYSTEM OF

WATER CIRCULATION:
Air circulates around the outside of the
tubes. This air movement is caused by
the forward movement of the vehicle,
sometimes assisted by a fan (not shown
this diagram).

Air space is left above this level to allow

for expansion of the coolant as its

25
temperature rises, if the coolant falls below the minimum level, it will not be able to
circulate.
A smaller tank collects the coolant passing through the radiator tubes.

OPERATION:
Coolant absorbs heat from the cylinders and expands as its temperature rises.
Reducing its density hence rise to the (maximum) highest part of the system.

The temperature of the coolant is lowered by heat given up to the air passing over the
tubes as it cools, the coolant contracts, becomes denser, and sinks to the lowest part of
the system.

NOTE:
 For efficient circulation, the cylinders are arranged below the radiator for the
heated coolant to rise into the top of the radiator and cooled coolant in the
radiator to flow into the jacket.
 A relatively large quantity of coolant must be carried.
 It must be with least possible opposition to coolant movement, which calls for
large passages and connections.
Satisfying all these conditions, it works well, and was once very popular for small
vehicles on account of its simplicity.

PUMP CIRCULATION OF COOLING WATER.

MERITS OF THERMO-SYPHON
COOLING:
 Cheap, as no water pump is required.
 Reliable, as there are no moving
parts.
 Water action is entirely automatic
and depends solely on engine
temperature. The hotter the engine,
the quicker the circulation.

DISADVANTAGES:
 In order to achieve efficient circulation the radiator top tank must be well above
the engine. This makes for a high bonnet line.
 Cool water enters the engine at the bottom of the cylinders, where the engine
normally runs fairly cool, and heats up as it rises.
 Difficult to fit an interior heater successfully without a water pump.
 Under conditions of very heavy load or in hot climates the water may not circulate
as quickly as may be desirable.
 The system uses larger volume and mass of water.
 Larger bore pipe must be used to offer little restriction to the flow.

What are the ill-effects that can an engine surfer when it is over cooled?
 Increased cylinder wear.
 Dilution of oil due to poor vaporization of petrol.
 Greater formation of sludge.
 Oil does not thin out properly and fluid friction losses are increased.

25
 Engine will not achieve all power
 Lower thermal efficiency.

Effects of an under-cooling an engine:

 Detonation and or pre-ignition.
 Possible seizure in bad cases.
 More rapid coolant evaporation or in an extreme case, water may boil.
 Oil may become very thin, possibly causing heavy oil consumption and any
leakage.
 Oil film may be burnt away.
 Consumes fuel.

IMPELLER-ASSISTEDSYSTEM:
CONSTRUCTION:
It resembles a simpler system but a wider and
lower radiator is used, and a thermo-start, a
water distributor tube and an engine driven
impeller pump are added.
The pump circulates water at a higher speed
and much more positively than the
convection currents of the simpler system,
but a pressure is not built up by the pump.

The thermostat keeps the engine operating in

its correct temperature range. The distributor
tube is secured into the cylinder head to direct
the cooled water from the pump to the hottest
parts of the cylinder head.

OPERATION:
HOT ENGINE:
The impeller pump draws cooled water from the bottom tank of the radiator and
passes it into the distributor tube to the hottest areas of metal surrounding the
combustion chambers and the exhaust ports
The cooled water absorbs most of the heat and passes up around the open valve of the
thermostat and out of the cylinder head to the top tank of the radiator.
As the heated water passes down the radiator core, the absorbed heat is removed by
the air stream through the core, and the new cooled water is drawn into the impeller
pump to be recirculated.

COLD ENGINE:
The thermostat valve closes, and the pump is only allowed to circulate the water in the
cylinder head and block. This is done by a by-pass, either internal or external, from
the low pressure side of the impeller to a point just below the valve seat of the
thermostat.

As the water temperatures rises, and at about 77ºc the valve begins to open to allow
water to pass into the radiator and be cooled. The valve opens to positions related to
the air temperatures, the vehicle speed, and the load on the engine.

25
In this manner, the engine is kept within the temperature range at which it operated
best.

MERITS OF IMPELLER ASSISTED OVER THE SIMPLE SYSTEM:

 Control of the engine- operating temperature, is more accurate.
 The water level is not so critical because the circulation does not depend upon
convection currents.
 Smaller bore pipes may be used.
 The positive circulation is faster, so less weight and bulk of water are needed.
 A smaller and lighter radiator can be used and its position in relation to the water
jackets is not so limited.

DEMERITS:
 More complicated
 More expensive to produce and to maintain
 The pump uses mechanical energy of the engine hence partly reducing the power
of output.

NOTE:
1. Its use is justified by greater efficiency and by more freedom for body designers
and stylists,
2. If pressure is greater than about 48KN/m 2 above atmospheric are to be used, the
radiator and horses will need to be strengthened.
3. The systems operating at up to about 28KN/m 2 are common, while others
operating at up to 48KN/m2 are coming into greater use.
4. With suitably strengthened radiators and horses, systems operating at pressure
up to 100KN/m2are also used. The setting of the pressure relief valve is stamped
on the header tank cap.

OPERATION OF THE WATER PUMP:

The pump is driven by a belt from the crankshaft.
With the pump full of water, the rotating of impeller carries with it, the water
contained in the spaces between the impeller blade and the casing.

This water is thus subjected to centrifugal force which causes it to flow outwards from
inlet to outlet.

25
WATER PUMP/IMPELLER PUMP:

CONSTRUCTION:
The pump body is a casting (iron/aluminium) in which the spindle is carried in a
special type of ball bearing which is located by a set screw. The impeller is a tight
press fit on one end of the spindle and is located by a wood ruff key on one face on
which is a number of radial vanes which are often curved made from cast iron or
bronze.

The body fits closely around the impeller at front and back and the inlet leads to a
space around the centre of the impeller, while the outlet leads tangentially away from
an annual space around the outside of the impeller.
A carbon ring acts as a seal and prevents the escape of water from the pump along the
spindle makes a light contact with a machined face on the impeller.

A pulley fitted at the front end of the spindle, often has bolted to it, the fan which
induces the air flow through the radiator. A seal is fitted in front of the bearing to keep
in the grease with which the bearing is packed and to exclude dirt.

NOTE:
1. Very little pressure is developed by the pump, even if its outlet is completely
blocked up.
2. Sometimes it is fitted at the front of the cylinder head from which it draws out
water to the radiator. In such a case the pump outlet is shaped to accommodate
the thermostat.

PUMP FAULTS:
Common coolant-pump faults may be due to the following:
 Un dertensioned fan belt causing pulley slippage,
 Over tensioned fan belt causing rapid ball bearing wear,
 Bearings pre-packed with grease have run dry and overheated, or have become
contaminated by coolant so that the grease film has been destroyed.
 Leaking seal, due to an overheated cooling system generating excessive pressure
or to a badly assembled seal causing uneven contact between the friction ring and
the impeller hub,
 Very weak water and antifreeze solution may cause excessive corrosion and
erosion of the impeller.

25
 Very hard water mixed with antifreeze solution may cause the impeller to become
encrusted with fur or scale to an extent which impedes the flow of coolant.
 Incorrect thickness of the casing gasket or uneven tightening of the casing to the
cylinder block may cause distortion and even cracking of the cast casing.

RADIATOR:
It acts as a reservoirs or a container where liquid used in cooling an engine is carried
or kept from.

FUNCTION OF RADIATOR
To ensure close contact of the hot coolant coming out of the engine with outside air,
so as to ensure high rates of heat transfer from the coolant to air.

CONSTRUCTION
 A radiator consists of an upper or header tank, core and the lower or collector
tank.
 An overflow pipe in the header tank and drain pipe in the lower tank are provided.
 Both cores tubes as well as the fins are made from thinnest possible material.
 Tubes are made from 0.3mm sheet, whereas fins are made from a bout 0.1mm
thick material.

MATERIALS
 Copper yellow and brass are the widely used.
 Aluminum is used from weight and cost considerations.
 Some late model radiators have plastic tanks with aluminum cores.

DIAGRAM OF A RADIATOR.

OPERATION OF THE RADIATOR.

Hot coolant from the engine enters the radiator at the top
and is cooled by the cross flow of air, while flowing
down the radiator.
The coolant collects in the collector tank from where it is
pumped to the engine for cooling.
The core or matrix of the radiator - that part through
which the heat is transferred from the water to the air may
-be made in a variety of ways, of which listed below.
 Film or cellular.
 Pack or fin.
 Tube and fin.
 Heavy commercial core types of radiators

TUBE AND FIN:

Water flows through tubes which are flattened or
round rectangular oval section made from brass about
0.125mm thick. They are arranged in 2, 3 or 4 rows
and spaced about 12.5mm apart.

25
They pass through copper fins continuously about 0.075mm thick spaced about 5mm
apart. The whole assembly is dipped in solder to bound tubes and fins together
.
A header tank allow for expansion and contraction of the water with changes in
temperature.
It is made of brass sheet with folded and soldered seams, the bottom of the tank take
the upper ends of the tubes.

A larger tube connects with the cylinder head or water pump outlet. A vent pipe
leading from just below the filler maintains atmospheric pressure in the system and
provides an over flow to guard against overfilling of system.

A similar tank fitted to the bottom of the radiator core collect the water leaving the
tubes, and this connects with the cylinder block or pump inlet.

CELLULAR OR FILM TYPE:

The tubes are made from thin brass stampings and

extended over the full thickness of the core. They are
bent to form square spaces for the air passages
through the core
.
The effect of this is that longer tubes can be fitted into
a given radiator height to increase the cooling area.

PACK CORE OR GILL TUBE TYPE:

This is similar to the tubular core but the

construction is simpler.

HEAVY COMMERCIAL CORE TYPE:

It is stronger, and
tanks are made from
two aluminium alloy castings which are bolted
together. The tubes are circular in cross-
section and have thicker walls.

They are fitted into the tanks individually and are

made water tight by rubber and metal seals;
each is finned by either copper discs or by a
spiral of copper wire.

Radiators may be repaired by the use of a soft (low temperature) solder but great care
must be taken to avoid using too much heat.

25
Generally repairs are for specialist tradesman, but commercial types may be repaired
by splitting the tanks and replacing any damaged tubes.

What is radiator flushing?

Is a process of cleaning the radiator tubes using liquid.

FLUSHING RADIATOR SKETCH REVERSE RADIATOR SKETCH

How is it done?
a. Before flushing the radiator, cooling system should be cleaned first.
b. Then drain the system completely, add cleaning compound and fill the system
with water. Run the engine for 30min and drain the system again, add neutralizer
(when required), fill with water, run for 5min and drain.
c. Refill once again this time with anti-freezer. If this exercise does not remove all
accumulated rust and scale, the radiator and water jacket should be reverse
flushed.
d.
PROCEDURE:
 Attach a new hose to the lower tank of radiator and another one on the header
tank.
 Clamp the flushing gun in the hose to the lower tank and turn on water to fill the
radiator.
 Apply air pressure gradually to force the water out.
 Refill the radiator and force the water out.
NOTE:
This should be repeated several times until clean water starts coming out.
Pressure should be applied gradually to avoid damage to the radiator.

HOSES:
 They are made of rubber and are fairly resistant to heat and oil.
 They must also be fairly strong mechanically.

They are moulded into their correct shape, and are either fabric reinforced or thick
walled. For pressurized cooling system hoses operate under higher pressures between
about 48KN/m2 and 100KN/m2 and are extra reinforced.

25
NOTE:
 Hoses must be examined at regular intervals and kept clean and in good
condition.
 Dry and cracking hoses, and oil soaked and spongy hoses, must be replaced.

PRESSURISED COOLING SYSTEMS.

To prevent boiling and the formation of steam pockets around exhaust ports and
sparking plug bosses, the water temperature leaving the cylinder head must be below
85ºc - 90ºc.

The temperature at which a liquid boils rises with the increase of the pressure on it.
Pressure can be imposed on water in a cooling system by sealing it off from the
atmosphere, so boiling water raising the pressure until the temperature of water rises
still further.

There is a limit to the pressure that a radiator and rubber hoses can stand, and a
pressure relief valve incorporated in the header tank filler cap is shown bellow.

PRESSURE CAP
It is checked by use of pressure pump equipment or pressure tester.

OPERATION OF PRESSURE CAP:

PRESSURE RELIEF VALVE:

During operating conditions, the coolant temperature rises and expands in the header
tank to lift the pressure valve against the loading of the spring and air and steam
escapes through the vent pipe or over flow pipe to the atmosphere.
Under normal driving conditions, the vapour pressure of the coolant will not exceed
the valve operating pressure, so there will be no loss of coolant.

VACUUM RELIEF VALVE:

When the engine cools down, condensation of vapour and contraction of the water
reduces the pressure in the header tank.

25
If its falls below atmospheric, there is a risk of the hoses, and even of the header tank
collapsing.
To prevent this, a vacuum valve is fitted in the centre of the pressure valve and acting
in the opposite direction (closed by a spring assisted by positive pressure inside the
header tank), but opens against the spring loading if header tank pressure falls about
17KN/m² below atmospheric.

ADVANTAGES OF PRESSURISED COOLING SYSTEM:

1. Elimination of coolant loss by surging of the coolant during heavy braking.
2. Prevention of boiling during long hill climbs, particularly, e.g. in regions’ much
above sea level.
3. Raising the working temperature improves engine efficiency.
4. Allows a smaller radiator to dissipate the same amount of heat as a larger one
operating at a lower temperature.

SEALED COOLING SYSTEM:

Two of the arrangements are described below;

 RADIATOR EXPANSION TANK:

This is where coolant can pass and from
which it can return to the system as the
coolant in the system contracts on cooling.
It consists of leading the vent pipe from
the filler neck to the bottom of an
expansion tank.

It differs from the pressurized cap by a

sealing gasket fitted between the filler
neck and the spring disc or diaphragm. As
the engine warms up the coolant expands,
lifting the pressure valve off its seating,
and some coolant passes into the
expansion tank. Air displaced through the vent pipe.

The expansion tank is seldom more than about half full under normal conditions
After stopping of an engine, coolant contracts withdrawing from expansion tank back
into the system through the filler cap vacuum valve hence the necessity for the gasket
under the spring disc.

 RADIATOR EXPANSION TANK:

This is an alternative system in which the

pressure cap is fitted on the expansion tank
which is connected to the top of the header tank
by a small pipe.

The filler neck on the top of the header tank is

sealed by a plain cap. The header tank is

25
completely filled with coolant and a small amount of coolant is also put into the
expansion tank.

OPERATION:
As the system warms up coolant expands into the expansion tank which in this case is
under pressure. As the system cools down coolant from the expansion tank is drawn
back into the header tank
.
ADVANTAGES OF SEALED SYSTEMS:
 It eliminates coolant loss by expansion,
 It eliminates the need for periodic topping up, and prevents possible damage by
neglecting to top up,
 By excluding air from the main system it considerably reduces corrosion of the
components in the cooling system and deterioration of the anti-freeze additives,
 It eliminates periodic cap removal,
 It enables smaller radiator header tanks to be used and permits the lowering of the
radiator height relative to the engine

HOW PRESSURE CAP USED IN SEALED COOLING SYSTEM WORKS:

When the engine is running excessive pressure and steam are released by lifting the
large valve against its spring. Water (steam) escapes down the overflow pipe.
When the engine cools after use, the small loss of coolant results into partial vacuum
in system, which opens the valve and equalizes the pressure by draining water from
the expansion tank back to the radiator.

THERMOSTAT:
FUNCTION:
Is to control the flow of water through the radiator. When the engine is cold it
prevents water leaving the water jacket. When the engine is hot it allows water to pass
from the water jacket and through the radiator at a rate sufficient to keep the water
temperature within the 77ºc – 85ºc range.
Two types of cooling systems, differentiated by the position of the thermostat are
listed bellow.
 Thermostats in water pump inlet side.
 Thermostats in water pump outlet side.
Cooling system differs in whether or not a bypass valve that controls the bypass
circuit is present.

NOTE:
 Positive thermostat was normally fitted in the top horse pipe near the cylinder
head used to block the water from the engine.
 Negative thermostat is fitted now days in the bottom horse pipe that opens the
flow of water from top tank through bottom to the engine when it is hot.

WAX THERMOSTAT WITH BY PASS VALVE:

WHEN THE COOLANT IS COLD:
At low coolant temperature, the thermostat closes and the by pass valve opens. The
coolant then circulates through the by pass circuit without passing through the
radiator.

25
This helps the water temperature rise so that the appropriate engine temperature can
be obtained more quickly.
WHEN THE COOLANT IS HOT:
At high coolant temperature, the thermostat opens and the by pass valve closes. All
heated coolant flows to the radiator where it is cooled and passes through the
thermostat to return to the water pump
.
In this way the appropriate engine temperature is maintained compared to engine with
no bypass valve, when the coolant temperature is high, it is not circulated to the
bypass valve, so the cooling effect is higher
.
NOTE:
A thermostat with bypass valve should not be run with the thermostat removed.
The bypass circuit is wider in engines with a bypass valve. If the engine is running
while the bypass valve (thermostat) is removed, more coolant will flow through the
bypass circuit, making it easier for the engine to overheat.

WAX THERMOSTAT WITHOUT BY-PASS VALVE (PELLET):

CONSTRUCTION:
It has a much stronger action than the bellow types and is less likely to fail in service
(always fails in open position unlike the bellows type)
It is not affected by the pressure in the system and it is therefore used in pressurized
system. The valve opens by the force produced by the relatively large expansion of a
special wax as it changes from a solid to liquid state.
The valve is arranged below the seat and is forced towards the seat by a strong spring.
A bridge and the mounting flange have a taper-ended thrust pin attached to it and the
lower end is enclosed by a cylindrical rubber sleeve itself surrounded by wax.
The wax and the sleeve are both enclosed by, and sealed into, a very strong metal
capsule to which the valve is attached. The lower part of the capsule and the lower
end of the spring are supported by a frame secured to the mounting flange.

OPERATION:
COLD ENGINE:
When the water in the engine is cold, the wax has its least volume and the valve is
forced up to its seat by the spring. No water can pass from the engine into the radiator.

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HOT ENGINE:

The cylinder in the thermostat is moved by

the thermal expansion of the wax in the
cylinder. This causes the main valve to
open, regulating the amount of coolant
flowing to the radiator, so that it is
maintained at a proper temperature.

GIGPIN FUNCTION:
Allows for self bleeding of the cooling system, this is due to air pockets formed in the
water jackets. When the engine is running the giggle valve is kept closed by the water
pressure from the water pump
Failure of this type is due to the rubber sleeve being damaged by either age or
mechanical means.

If the rubber of the sleeve loses its sensitivity, the valve will not be opened until
higher than normal temperatures are reached. If the sleeve is punctured below the pin,
the valve will remain open. Other damage may cause the valve to remain closed.

EFFECTS OF THERMOSTAT:
 Weakening of spring due to open and closing
 Worn or damaged seal on top
 Faulty gig pin.

CONSTRUCTION:
It is composed of a disc valve and seat, and is fitted between the cylinder head and the
radiator top tank. The valve is attached to the top of a stack of thin brass capsules
arranged to forma bellows.
These are fitted with a volatile liquid such as a cetane or methyl alcohol, and the
bellows is secured to the frame and suspended from the seat.

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BELLOW S TYPE OF THERMOSTAT:
COLD –VALVE CLOSED HOT-VALVE OPEN

OPERATION:
ENGINE COLD:
The valve is held closed down to its seat by the contraction of the bellows, and no
water can pass from the cylinder head to the radiator.

ENGINE HOT:
As the water in the jacket is heated, the volatile liquid in the bellows is converted into
a vapour.
This causes each bellows to expand and the total expansion lifts the valve from its
seat. The water can now flow from the cylinder head to be cooled in the radiator, that
is, circulation is started.

When the engine is switched off, the valve is pulled down to its seat, by the
contraction of the bellows as the vaporized alcohol is converted into a liquid by the
lower temperatures, until it is fully closed when the temperature has fallen below
77ºc.

TEMPERATURE GAUGES:
They indicate the temperature of the water in the engine at all times, so enabling the
driver to stop the engine before overheating can cause serious damage.

MECHANICAL OR VAPOUR-PRESSURE TYPE OF TEMPERATURE

GAUGE:

CONSTRUCTION:
This gauge is mounted on the instrument
panel and is permanently connected by a fine-
bore (capillary) tube to a temperature
sensitive bulb or capsule

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This is fitted into the cylinder head near the water outlet. It is similar to the oil-
pressure gauge, where the gauge tube and bulb are filled completely with a volatile
liquid.

OPERATION:
As the bulb is heated by the cooling water the liquid in it changes into a vapour which
exerts pressure inside the gauge. The gauge converts this pressure into a reading of
temperature.

NOTE:
1. The tubing should be away from exhaust system and there must be no sharp
bends.
2. There are three coils of not less than three inches diameter formed in the tubing
near the gauge and near the bulb.
3. The tubing should not be disconnected because damage to this renders the whole
system inoperative.
4. If the connection between the bulb and the gauge is broken all three parts of the
system must be replaced as an assembly.

ELECTRICAL TYPE OF TEMPERATURE GAUGE:

CONSTRUCTION:
All different systems include a panel
mounted gauge, a transmitting bulb, and the
connecting cables. Different gauges uses
different types of transmitters but the
principle of operation is the same.

OPERATION:
A small battery current is passed through the
internal circuits of the gauge and through the
transmitter bulb to earth.
The bulb contains a resistance which is altered in value as its temperature rises. The
changes of resistance are sensed by the gauge, which reacts and moves its needle over
the dial.
NOTE:
Manufacturer’s instructions for testing and fault location should be consulted and
followed. It is easy to burn out the instruments by passing the battery current
through the wrong terminal

TESTING CYLINDER COMPRESSION.

The objective of this procedure is to show you how to safely perform a cylinder
compression test.
Diesel engines operate at much higher compression pressures than Gasoline engines.
There are two tests i.e. Dry and Wet tests.
Tools:
 Compression pressure gauge,
 Running vehicle,
 Fully charged battery,
 Oil can,

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 Manual if necessary,
 A spark plug socket (spanner).
PRECAUTION:
Care must be taken not to allow spark plug to short you.

PROCEDURES FOR DRY TEST:

 Disconnect/remove the E.F.I fuse (for E.F.I engine).For older types of engines
remove the high tension lead from the distributor or ignition coil and interrupt the
fuel supply line.
 Remove the spark plug,
 Put or insert the gauge in cylinder number one and an assistant switch on ignition
while accelerator pedal is fully depressed.(in this way the throttle is fully open),
 Observe the gauge reading critically until it is not increasing and record it. Then
release the gauge pressure after reading to zero and insert it in another cylinder,
 Do the same to other cylinder and record the readings.

PROCEDURE FOR WET TEST:

 Apply a drop of oil into each cylinder and follow the same procedures as for dry
test,
 Compare the readings for dry and wet readings according to the manual and give
the conclusion.

NOTE:
If values are below the minimum and the same between the dry and wet, this shows:-
 Incorrect timing,
 Worn valves.
This example was for Toyota premio 1800cc (sometimes written 1.8cc), engine model
7A-FE, with maximum and minimum pressures of 18 and 10 bar.
SYSTEM MAINTENANCE:

AIR COOLED:
This needs the cleaning of the finning and the clearing and repairing of the ducting
system where fans are used their drive- belt tension may need periodic adjustment.

WATER COOLED:
The following points should be noted;
a. Whenever possible use only soft water,
b. Check the water level at weekly intervals,
c. Examine the rubber hoses and replace them if dry and cracked, or if oil soaked
and spongy. Check the tightness of the clips,
d. Before installing anti-freeze.
 Check all joints, pipes and renew if necessary,
 Back flush the system, including the heater,
 Mix the anti-freeze with some water, pour into the radiator, top up, and warm up
the engine. Top up again when the engine is worm. Retain some of the mixture for
subsequent topping – up during the winter.
 Check the thermostat and the pressure cap for their correct operation and renew if
necessary.

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COOLING SYSTEM FAULTS:
The most common fault in the cooling system is overheating. This may be caused by:
Shortage of water, poor or no circulation of the water, poor heat transfer from the
engine parts to the water, poor heat transfer from the water to the air in the radiator.

FAULTS CAUSES REMEDIES

[Link] a. Cracked or pin-holed hoses Replace by new hoses.
e of water b. Damaged gaskets Replace by new gaskets
c. Corroded core clips Replace by new core plugs
d. Slack hose clips Tighten or replace.
e. Interior heater damaged Repair or replace by new heater and
pipes
f. Radiator cap not Clean sea tings or replace with new
sealing/holding the correct cap.
pressure
g. Leaking water-pump seals Adjust, replace, or fit new pump
h. Faulty cylinder-head gasket, Fit new gasket, reface head and
warped cylinder head, block, specialist repair of block, or
cracked head or wall fit new sleeve.
i. Partly blocked radiator core, Back flush radiator or fit new unit.
or head gasket leaking Fit new head gasket, check head for
pressure into system, causing flatness and corrosion.
water to pass out via
overflow.
[Link] a. Slack fan belt Tighten to allow up to one inch of
circulatio play at belt centre. Check for belt
n or nil bottoming in pulleys.
b. Thermostat valve out of Fit new thermostat of correct
action partly closed all the pressures for system.
time.
c. Radiator core partly blocked Back flush radiator or replace by
new or serviced unit.
d. Pump impeller badly Replace by new pump/impeller
corroded.
e. Pump drive shaft punctured. Replace by new or serviced unit.
[Link] a. Excessive carbon deposits in Clean out by hand or by using
heat combustion chambers-heat chemical cleaners. In latter case,
transfer insulating. note danger to zinc and aluminium
to water b. Hard-baked sludge in engine alloys- very thorough flushing after
water jackets-heat insulating. wards. Use corrosion inhibitor.

[Link] a. Blocked air passages in Blow out carefully with air line.
heat radiator core. Check for obstructions to air flow-
transfer b. Dirt and sludge in core water muffs, blinds, too many club
to the air. tubes-heat insulating. As for badges
fault 3.

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QUESTIONS
1. (a) Briefly discuss two effects of a slack fan-belt tension.
(b) (i) What is meant by the term indirect air cooling ?
(ii) Explain two merits of indirect air cooling over direct air cooling.
(c) What are the four main merits of a pressurized cooling system?
2. (a) Name three units in a motor vehicle that use expansion and contraction
in their operation.
(b) Explain how contraction and expansion is used to fit a ring gear to a
flywheel.
3. (a) Why is a V-type belt preferred in the driving of the air fan pulley?
(b) Briefly discuss the effects of the following in a water cooled system:
(i) corrosion,
(ii) scaling.
( c) Mention 5 merits of a pressurized cooling system.
4 (a) Describe how the following procedures are carried out on the cooling
system of a vehicle:
(i) Back – flushing of the radiator,
(ii) Testing a radiator for leakages.
(b) How is a cooling system thermostat tested for correct operation?
(c) List 4 causes of overheating in air cooled engine.
5.(a) Explain the 3 ways by which heat is transferred in the cooling system of a
motor – car engine.
6.(a) Explain how the cooling system is prevented from overheating when a
bellows type of thermostat fails due to puncture.
(b) State 5 causes of engine overheating due to the cooling system.
(c) Give 5 probable causes of engine overheating due to faults other than the
cooling system.
(d) Give two causes of poor circulation of coolant in a cooling system.
7.(a) (i) Illustrate with a labeled sketch, the down flow radiator assembly.
(ii) What significant differences does the down flow radiator make with
The cross flow type?
(b) With aid of simple sketches, describe the operation of a bellow type
thermostat when the engine is
(i) cold,
(ii) hot.
(c) State two merits of a pressurized cooling system.
8.(a) Describe the procedure of adjusting the fan belt tension of a water engine
Cooling system.
(b) By the aid of a sketch explain how the cooling system thermostat is tested
for correct operation.
(c) Give two causes of high temperature readings on an electrical temperature
gauge.
9.(a) Sketch the lay-out of a thermo-syphon cooling system and explain how
the following occur;

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 (i) thermal conductivity,
(ii) convection,
(iii) radiation.
10.(a)Sketch a pressurized-radiator filler cap and explain its operation.
(b) i) Explain what is meant by the change of state as applied to most
Substances.
ii) Give 2 examples in a motor vehicle where the change of state is
used to advantage.
11.(a) Mention 4 effects of running a motor vehicle engine cool and state the
correct engine running temperature range.
(b) State the main purpose of fitting a thermostat in the cooling system of a
motor vehicle.
(c) State 4 causes of overheating in the cooling system.
(d) State 4 causes of poor circulation of the cooling system.
(e) It is advisable to flush out the radiator occasionally. Which is the best
method of carrying out this flushing operation?
12.(a) Name 2 faults of a thermostat in the cooling system.
(b) Name 2 effects of a faulty radiator cap.
(c) Name 2 malfunctions of a vehicle whose thermostat has been removed
13.(a) State 3 effects of each of the following cases:
(i) Under cooling of the engine,
(ii) Over cooling of an engine
(b) List 4 possible causes and remedies of over heating caused by faults other
than the cooling system.

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