How much temp is too much.

[JC-jetro]

JC, I was also concerned about my 1900 running around the mark below hot. Like you I checked it with the IR temp gun and found out this is arround 200 deg. I keep saying I am going to put in a temp guage with numbers but never seem to get to it. As RickB said 210 is where must manufactures want there engines to run.
Bill

Bill,

As you know even if you put a digital read out and if calibration is not right means nothing just because you read a number. I wanted to know how far I can push it and what that really means in term of temp. It seems these diesel tractors are at optimal point between 200 + or -5 deg f. I have a mental record of it how my particular gauge shows it and that's the only thing I need to know.

JC,

 

[RickB]

I've done this often and even run with no pressure, but I do like having a coolant recovery bottle if possible. The only downside with this is that the operator must understand what is going on with this modification.

In most regards it is helpful for an operator to understand what is going on.

 

[JC-jetro]

I've done this often and even run with no pressure, but I do like having a coolant recovery bottle if possible. The only downside with this is that the operator must understand what is going on with this modification.

I have had thermodynamics, heat transfer, fluid dynamics and flow, advanced heat transfer, metallurgy and strength of material as part of my engineering back ground. I have been a licensed professional engineer for last +25 years in large commercial, aviation and health care facilities HVAC, Pumping, piping and fire protection.

One can design a machine and components of the same machine for many different applications and although they might have many similarities in concept and physics behind it yet very different is some other aspect.

It would be presumptuous of any one that there is nothing more to learn including myself. My series of questions where directed to see if anyone knows what the thermal design consideration were for my partticular vintage of Ford tractor engine that might prove to be somewhat different than others.

JC.

 

[Transit]

JC, it has been my experience with my Jinma 254 that improving the air flow through the radiator has the most effect on cooling capacity. There is a 4 inch gap between the top of the radiator and hood that is a path for much of the hot air discharged to be drawn back into the radiator. In short, the radiator thinks that it is in Death Valley at 130F.
Blocking off that 4 inch gap lowers the coolant temp from 225 to 200-205 F on the hottest of days.

BTW, I have a similar background, only in EE.

 

[JC-jetro]

JC, it has been my experience with my Jinma 254 that improving the air flow through the radiator has the most effect on cooling capacity. There is a 4 inch gap between the top of the radiator and hood that is a path for much of the hot air discharged to be drawn back into the radiator. In short, the radiator thinks that it is in Death Valley at 130F.
Blocking off that 4 inch gap lowers the coolant temp from 225 to 200-205 F on the hottest of days.

BTW, I have a similar background, only in EE.

Thanks Transit,

Your point is right. The fan shroud in between the fan and the radiator is original design and it is not modified at all. It pretty much allows all the fan cfm to be drawn thru radiator face. There is a bit of gap between back of the radiator and the shroud that causes small amount of by-pass and hence a bit inefficiency. I have cleaned the screen and the fins and obviously that always made a substantial difference. My best friend (college room mate) was also EE and his math courses always scared the heck out of me )


JC,