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road and workshop
Page 49
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by Handyman
Bench wise: coo/it (5)
MORE and more use these days is being made of the engine coolant for other purposes than cooling the actual engine block. For a long time now there has been a need for a means of cooling the engine lubricating oil on certain engines, and while all engines would benefit from a separate oil cooling system it could be that cost has something to do with the limited number so fitted. On earlier engines a completely separate oil radiator could be seen, where the core brought the hot oil out into the air flow met by the normal radiator. One maker placed the two cores one behind the other and this was successful apart from a slight tendency to clog the air passages.
The trend has now changed and another use has been made of the normal engine coolant, as it is advantageous to hold the engine oil temperature at that of the water. Therefore a double-jacketed cooler is intercoupled with the water system, two sets of jackets or compartments being divided by thin walls, the water in the one, the oil in the other. The cooling surfaces are made as large as possible to permit easy access of heat from one liquid to the other.
Important difference
There is one very important difference between this type of oil /water cooler and an air-cooled oil radiator, the oil/water gives a double benefit of cooler and regulator, as when the engine is at full power i.e. maximum oil temperature, heat is flowing from oil to water, and in reverse, while the lubricating oil remains cold the early arrival of water heat will warm it up so giving a reliable system of temperature control.
In the earlier versions of this system small changes had to be made to avoid recurring leakage and compartment fracture. However, these problems have now been overcome.
Another important requirement today, when cabs have so much glass all round with attendant steam and frost problem, is a good cab heater and hot water is the logical answer. or course, cab comfort is also in consideration. Water is piped to another little radiator and is in circuit with the engine system, whereby the heated water from the cylinder head area is sent along to the cab radiator, and as the hot water passes through the small radiator tubes a built-in fan drives the released hot air along ducts to the screens or around the cab.
With the modern tilt cab the siting of the heater radiator could be something of a problem and getting to it for repair could be a very ..low business. Possibly the reason
for a number of heater failures could be that no one quite envisaged the very hard and constant duty that this little unit would have to face, and it would be quite unfair to criticize the maker of this tiny motor when, as is the rule on removal, it is found to be worn out. For at least six months of the year, the cab heater motor can be working just as many hours as the main engine.
Time can be lost when the heater and the pipes joining into the main system are removed, through the type of hose clip used, or the way in which the hose clip has been positioned on the pipe. All too often we find a clip with a small bolt and nut that is most difficult to cope with. Where the worm drive type of clip is used we find the screwdriver slot completely hidden by other units or cab structure. This indicates that the person assembling the unit on the open chassis gave no thought to the problems of the repair mechanic who sooner or later has to remove the now "blind" hose clip.
As well as the cab heater and oil cooler other units can be hooked into the main cooling system. For instance, air compressors generate a good deal of heat, and can have lubrication problems. One method of dealing with these is to have the compressor head water-jacketed and pipe the engine coolant to it. Certain vehicles with an auxiliary engine also use the main system to get the benefit of a radiator out in the air stream, just as in special cases certain transmissions can be water-cooled from the same source.