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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>
</p>
<p><br>
</p>
<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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