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<div>Whatever<br>
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Michael Marr<br>
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<div>Albion Technical Services</div>
<div>Mobile: 630-202-0065</div>
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<div>Sent from my iPad</div>
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On May 11, 2017, at 05:26, Paul Tegler <<a href="mailto:ptegler@verizon.net">ptegler@verizon.net</a>> wrote:<br>
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<p>...wasn't going to bother arguing a 'book smart' comment until i saw your response.<br>
his own statement contradicted itself .....</p>
<p>" The flow rate of the fluid through the heat exchanger does not affect how much heat is transferred. What is affected is the temperature change to the fluid."</p>
<p>TIME is point missed . It takes time for the temp to drop...that IS heat exchange.<br>
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<div class="moz-signature">Paul Tegler <a class="moz-txt-link-abbreviated" href="mailto:ptegler@verizon.net">
ptegler@verizon.net</a> <a class="moz-txt-link-abbreviated" href="http://www.teglerizer.com">
www.teglerizer.com</a></div>
<div class="moz-cite-prefix">On 5/11/2017 12:52 AM, Randall wrote:<br>
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<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">> The</span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">> flow rate of the fluid through the heat exchanger does not affect how much</span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">> heat is transferred.<o:p></o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt"><o:p> </o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">I disagree. As the fluid cools during it's trip through the exchanger, the delta-T across the exchanger drops, causing less heat to be transferred. So
the slower the flow, the more delta-T drops and less heat is transferred. In the extreme case of no flow at all, the fluid temperature drops until delta-T is zero and no further heat is transferred. If this were not true, the thermostat could not regulate
engine temperature.<o:p></o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt"><o:p> </o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">But of course, that says that faster flow can only increase heat transfer (up to a point), not reduce it. However, there is another problem that can arise,
and IMO is the root of the old myth about coolant flowing "too fast".<o:p></o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt"><o:p> </o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">The radiator presents a significant restriction to coolant flow, meaning there is a pressure differential across it when coolant is flowing. To increase
the flow requires more pressure. But the pressure cap is on the high side of the radiator (and is only 4 psi on the earlier TRs). So, if the pressure drop across the radiator (aka head) becomes high enough, the pressure cap will open and release coolant
from the system. Obviously, lack of coolant results in overheating, but the coolant loss came first. FWIW, this problem is mentioned at the bottom of
<a moz-do-not-send="true" href="http://stewartcomponents.com/index.php?route=information/information&information_id=11">
http://stewartcomponents.com/index.php?route=information/information&information_id=11</a><o:p></o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt"><o:p> </o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">A related problem can happen even without coolant loss; namely the low side pressure goes enough below atmospheric to collapse the return hose (or hoses
for TR2-4A). I used to own an Oldsmobile V8 that suffered that problem; which GM had solved by putting a reinforcing spring inside the lower hose. If you had the wrong hose fitted (ie a generic replacement instead of the GM specified hose), you could actually
see it collapse just by buzzing the engine to redline.<o:p></o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt"><o:p> </o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">Yet another issue with the early TR motor is the original aneroid type thermostat. It relies on a heated gas expanding a bellows to open the thermostat
valve. But, the bellows is also exposed to pressure from the water pump, which tends to force it closed.<o:p></o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt"><o:p> </o:p></span></font></p>
<p class="MsoPlainText"><font face="Courier New" size="2"><span style="font-size:
10.0pt">-- Randall<o:p></o:p></span></font></p>
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