Thermostat Myth
#1
08-12-2010
Thermostat Myth
I had to replace my radiator last Monday, due to a "drip" coming from the core to tank seal. The system was clean, but I always do a distilled water FLUSH (about 10 gallons) running the engine without a thermostat to get the most flow through the system, before replacing the thermostat. It was in the mid 90's, so I thought I would prove (or disprove) the myth about an engine overheating without a thermostat. I drove it about an hour at highway speeds, and stop and go city traffic, and the temp gauge never got above the bar on C. (red circle in the photo below. This photo is a previous photo of the instrument panel):
The myth was disproved, no overheating without a thermostat!
The myth was disproved, no overheating without a thermostat!
#3
08-12-2010
A few years ago, I had a heated technical debate with Rich (wydopnthrtl), where he claimed the thermostat had to close to allow the coolant to cool in the radiator. (post # 7 in this thread):
https://www.ranger-forums.com/f18/e-...heating-67079/
Of course, looking back, I was wrong where I stated that an engine would overheat without a thermostat (post #13), but
I knew that Rich's post was totally wrong!
https://www.ranger-forums.com/f18/e-...heating-67079/
Of course, looking back, I was wrong where I stated that an engine would overheat without a thermostat (post #13), but
I knew that Rich's post was totally wrong!
#6
08-12-2010
#7
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#11
08-12-2010
It will overheat after time. I still believe that. It just takes a really long time and the correct conditions.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
#12
08-12-2010
It will overheat after time. I still believe that. It just takes a really long time and the correct conditions.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
I thought it was common sense I guess... without a thermostat you'll likely never get up to optimal operating temperature, assuming normal driving conditions. This is the same as the T-Stat stuck open.
With the T-Stat stuck closed, yeah it's real easy to overheat.
The thermostat on my truck was stuck open last summer and never got up to temp. Replaced it, truck operates at a more optimal temperature, and I picked up some better fuel mileage as well.
#13
08-12-2010
This is not for Bob.. just for the rest of you with a brain.
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
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It will overheat after time. I still believe that. It just takes a really long time and the correct conditions.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
A closed thermo stat will cause the engine to overheat
A open thermo stat "could" cause the engine to overheat but it would probably need a big load at a slow speed for a long period of time.
Its highly unlikely of it ever happening on a normal vehicle.
#15
08-12-2010
This is not for Bob.. just for the rest of you with a brain.
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
#16
08-12-2010
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This is not for Bob.. just for the rest of you with a brain.
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
A normal vehicle its not going to happen with a t-stat stuck open.
#17
08-12-2010
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Now "maybe" If I left the car in neutral and let it rev to 5k and sit there with no air movement it "might" start to get hot after some time. But that would happen if I had a T-Stat too!
#18
08-12-2010
This is not for Bob.. just for the rest of you with a brain.
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
I was not only a ME.. but a cooling engineer for ford for 6 yrs. Here is my input. Take it or leave it.. or you can be like Bob and go with your preconcieved notions that I'm full of xxxx Hey.. what ever floats you boat is ok with me. ;-)
The cooling system in a car/truck does two things.
1) It warms the engine as quick as is possible for both comfort and for reducing emissions. It does this by having the stat closed and recirculating coolant through the heater core.
2) Once up to full temp.. it provides on avg 40% of the engines cooling needs. Another 40% goes out the exhaust and 20% simply disipates into the engine room & tranny casting.
Here is the point which Bob willfully ignores... **on modern cars** the radiator volume is decreasing all the time. There are several reasons.. weight = mpg costs, more efficiency requires less fluid, and cost to produce smaller parts is lower.
Here is a mental example to help understand the point.. If a guy took the stat out of an typical ranger engine.. and made a 60x60, 10 core thick, aluminum radiator.. it would over cool the engine and never heat up to normal operating temps. Now if a guy made a 2x2, 1 core thick, steel radiator the engine would have inadequate cooling and over heat very quickly.
So.. the balance we OEM engineers try to shoot for is to understand where & how the car/truck will be used. (Alaska & the desert types of climates) Each OEM has their own standards that they design each platform to. Trucks always are expected to tow in hot climates and so they always have larger than car type of radiators.
We design (and test) them for the intended situation. For pickups this often results in cooling systems that are larger than the avg guy will ever need.
Point being.. the stat in a ford pu **for the most part** will remain mostly closed or to keep the engine up to operation temp.
Now Bob might kick and scream like a little child about what I say. And he might try to distort my words (watch for him taking things out of context)...this is simple thermodynamics. Again for those of you with a brain.. look at the example I give of two different radiator sizes and you'll understand the point I'm trying to make.
The stat needs to stay close to closed to keep the engine at the proper operating temp. (which is usually about 10-12F hotter than the stat is rated for)
Regards,
Rich
Rich, for the last time, try to understand this concept:
A thermostat CLOSES to HEAT, and OPENS to COOL.......
Very simple!!!
And Rich your statement here:
It does this by having the stat closed and recirculating coolant through the heater core.
This does not happen in the summer when the heater isn't used. The heater control valve keeps coolant from going through the heater core. The coolant is circulated in the block via a bypass hose until the thermostat opens........
Last edited by Takeda; 08-12-2010 at 10:21 AM.
#19
08-12-2010
Ehh, i didn't understand the argument til i read up on thermostats....
http://auto.howstuffworks.com/question248.htm
http://auto.howstuffworks.com/question248.htm
#20
08-12-2010
It will overheat after time. I still believe that. It just takes a really long time and the correct conditions.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
A ford procedure for flushing the cooling system is to remove the t-stats and run the truck for 1 hour at 2000 rpms, I am here to tell you after an hour of it sitting still the temps really start to move up there. Thus it will overheat in time. Rich's theory can be proved, in this case if the tstat closed the water in the radiator would get colder than if the tstat stayed open. air would be passing by it longer before it moved out the radiator.
Zach, think about it, what would make the thermostat close? Hint: A thermostat CLOSES to HEAT, OPENS to COOL
The thermostat would close if the coolant going to the radiator was TOO COOL, not TOO HOT.
#21
08-12-2010
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Takeda,
I think what there saying is without a T-Stats you can have TOO MUCH flow thus the coolant is not in the radiator long enough to cool off before entering the engine.
Lets say you have a T-stat - Water comes out of the engine at 200 degress, goes into the radiator and sits in there 2 mins and comes out 150 degrees. (just making up numbers)
Lets say you take the T-Stat off - Water goes in at 200 degrees and goes into the radiator but only sits in there 30 secs, so it goes back into the engine at 190 degrees. Eventually the engine will keep rising and the rad can't keep up.
Now when you remove the T-stat this is what normally happends
Water goes into the radiator at 160 degrees stays in the rad 30 secs and comes out 150. 90% of the time the coolant is not in the engine long enough to heat up the coolant to 200 degrees.
It would have to be a perfect scenario to over heat a engine without a Tstat
Hope that makes since
I think what there saying is without a T-Stats you can have TOO MUCH flow thus the coolant is not in the radiator long enough to cool off before entering the engine.
Lets say you have a T-stat - Water comes out of the engine at 200 degress, goes into the radiator and sits in there 2 mins and comes out 150 degrees. (just making up numbers)
Lets say you take the T-Stat off - Water goes in at 200 degrees and goes into the radiator but only sits in there 30 secs, so it goes back into the engine at 190 degrees. Eventually the engine will keep rising and the rad can't keep up.
Now when you remove the T-stat this is what normally happends
Water goes into the radiator at 160 degrees stays in the rad 30 secs and comes out 150. 90% of the time the coolant is not in the engine long enough to heat up the coolant to 200 degrees.
It would have to be a perfect scenario to over heat a engine without a Tstat
Hope that makes since
#22
08-12-2010
Takeda,
I think what there saying is without a T-Stats you can have TOO MUCH flow thus the coolant is not in the radiator long enough to cool off before entering the engine.
Lets say you have a T-stat - Water comes out of the engine at 200 degress, goes into the radiator and sits in there 2 mins and comes out 150 degrees. (just making up numbers)
Lets say you take the T-Stat off - Water goes in at 200 degrees and goes into the radiator but only sits in there 30 secs, so it goes back into the engine at 190 degrees. Eventually the engine will keep rising and the rad can't keep up.
Now when you remove the T-stat this is what normally happends
Water goes into the radiator at 160 degrees stays in the rad 30 secs and comes out 150. 90% of the time the coolant is not in the engine long enough to heat up the coolant to 200 degrees.
It would have to be a perfect scenario to over heat a engine without a Tstat
Hope that makes since
I think what there saying is without a T-Stats you can have TOO MUCH flow thus the coolant is not in the radiator long enough to cool off before entering the engine.
Lets say you have a T-stat - Water comes out of the engine at 200 degress, goes into the radiator and sits in there 2 mins and comes out 150 degrees. (just making up numbers)
Lets say you take the T-Stat off - Water goes in at 200 degrees and goes into the radiator but only sits in there 30 secs, so it goes back into the engine at 190 degrees. Eventually the engine will keep rising and the rad can't keep up.
Now when you remove the T-stat this is what normally happends
Water goes into the radiator at 160 degrees stays in the rad 30 secs and comes out 150. 90% of the time the coolant is not in the engine long enough to heat up the coolant to 200 degrees.
It would have to be a perfect scenario to over heat a engine without a Tstat
Hope that makes since
Rich thinks that the thermostat has to close, to allow the coolant to cool in the radiator, which isn't the case. Just the restriction of the thermostat body when the thermostat is open allows enough restriction for the coolant to cool in the radiator. I'm sure a "stuck open" thermostat has never caused overheating!
#23
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I understand that scenario, but I didn't see it when I ran without a thermostat.
Rich thinks that the thermostat has to close, to allow the coolant to cool in the radiator, which isn't the case. Just the restriction of the thermostat body when the thermostat is open allows enough restriction for the coolant to cool in the radiator. I'm sure a "stuck open" thermostat has never caused overheating!
Rich thinks that the thermostat has to close, to allow the coolant to cool in the radiator, which isn't the case. Just the restriction of the thermostat body when the thermostat is open allows enough restriction for the coolant to cool in the radiator. I'm sure a "stuck open" thermostat has never caused overheating!
It would have to be the perfect scenario or a super super small radiator on the car.
#24
08-12-2010
And if this happened, it would cause too little coolant flow into the radiator, not too fast of a flow.
Last edited by Takeda; 08-12-2010 at 11:30 AM.
#25
08-12-2010
How stupid is this thread? We have 2 grown men arguing over the operation of a thermostat, and one of them acting extremely... juvenile.
Move on and get over it.
Bob, Rich has already acknowledged that a thermostat needs to stay closed to keep the vehicle at optimum operating temp. What more do you want? He is absolutely correct. IF the thermostat was to stay open, or non-existant in the cooling system, the vehicle would likely never reach operating temp. What else are you trying to argue about? From the confrontational vibe of your posts ("Rich this, Rich that"), it seems you're just fishing for drama.
I like the photos you post Bob (or used to post, have not seen any recently but I have not been online much). Apparently you hold a grudge against Rich for whatever was argued about before. Maybe it's time to get over that, or keep it to yourself?
Move on and get over it.
Bob, Rich has already acknowledged that a thermostat needs to stay closed to keep the vehicle at optimum operating temp. What more do you want? He is absolutely correct. IF the thermostat was to stay open, or non-existant in the cooling system, the vehicle would likely never reach operating temp. What else are you trying to argue about? From the confrontational vibe of your posts ("Rich this, Rich that"), it seems you're just fishing for drama.
I like the photos you post Bob (or used to post, have not seen any recently but I have not been online much). Apparently you hold a grudge against Rich for whatever was argued about before. Maybe it's time to get over that, or keep it to yourself?
