Hmm, if that's the case, wonder if Pats tstats are full open by 210 and the bypass blocked. I know factory says 240 coolant temp is just fine to run at too but damn it's worrying when I'm pushing it harder than stock ever has
Bigger replacement radiator
- Thread starter Chevy1925
- Start date
Hmm, if that's the case, wonder if Pats tstats are full open by 210 and the bypass blocked. I know factory says 240 coolant temp is just fine to run at too but damn it's worrying when I'm pushing it harder than stock ever has
Cooling Cycle (6.6L Diesel Engine)
Coolant is drawn from the radiator outlet and into the water pump inlet by the water pump. The coolant flows to the heater core while the engine is running. This provides the passenger compartment with heat and defrost.
Coolant is then pumped through the water pump outlet and through the coolant pipe to the engine oil cooler. The coolant flows around the oil cooler element and to the rear engine cover. The rear engine cover distributes the coolant flow to both banks of the engine block. In the engine block, the coolant circulates through the water jackets surrounding the cylinders where it absorbs heat.
The coolant is then forced through the cylinder head gasket openings and into the cylinder heads. In the cylinder heads, the coolant flows through the water jackets surrounding the combustion chambers and valve seats, where it absorbs additional heat.
Coolant is also directed to the turbocharger. There it circulates through passages in the center housing. During engine warm-up cycle the bypass valve located in the turbocharger inlet hose at the outlet pipe prevents coolant flow. During normal operating temperatures, the coolant assists in keeping the turbocharger cool.
From the cylinder heads, the coolant flows to the thermostats. The coolant flows from the thermostat housing to the water pump through the bypass pipe until the enginereaches 85°C (185°F).
Operation of the cooling system requires proper functioning of all cooling system components. The cooling system consists of the following components:
Thermostats (6.6L Diesel Engine)
The thermostats are coolant flow control components. The purpose of the thermostats are to regulate the correct operating temperature of the engine. The thermostats utilizes a temperature sensitive wax-pellet element. The element connects to a valve through a piston. When the element is heated, it expands and exerts pressure against a rubber piston. This pressure forces the valve to open. As the element is cooled, it contracts. This contraction allows a spring to push the valve closed.
The 6.6L diesel engine requires two thermostats for correct coolant flow. The front thermostat is a dual purpose thermostat. The front thermostat controls the coolant flow to the bypass port and to the water outlet. The rear thermostat only controls the coolant flow to the water outlet.
When the coolant temperature is below the rated thermostat opening temperature, the front thermostat valve remains closed to the water outlet and is opened to the bypass port. The bottom portion of the thermostat is raised off of the bypass port while at the same time the top portion closes the coolant flow to the water outlet. The rear thermostat also is closed to the water outlet during engine warm-up. This prevents circulation of the coolant to the radiator and allows the engine to warm up quickly. After the coolant temperature reaches 82°C (180°F) the front thermostat primary valve opening temperature, the front thermostat primary valve will start to open. The coolant is then allowed to circulate through the thermostat to the radiator where the engine heat is dissipated to the atmosphere. As the engine coolant reaches 85°C (185°F) and more coolant demand is required the front thermostat secondary valve begins to close the bypass port and the rear thermostat begins to open coolant flow to the water outlet. The thermostats will continue to control the coolant flow by opening and closing. The front thermostat will be fully open when the coolant temperature reaches 95°C (203°F) the rear thermostat will be fully open when the coolant temperature reaches 100°C (212°F). The thermostat also provides a restriction in the cooling system, even after the it has opened. This restriction creates a pressure difference which prevents cavitation at the water pump and forces coolant to circulate through the engine block
Engine Oil Cooler (6.6L Diesel Engine)
The engine oil cooler is a heat exchanger. The engine oil cooler is mounted to the left lower corner of the engine. The oil filter is attached to the oil cooler housing. The engine coolant flows around the oil cooler element. The oil cooler element is a series of plates. The engine oil temperature is regulated by the temperature of the engine coolant that surrounds the oil cooler as the engine oil passes through the cooler.
The engine oil pump, pumps the oil through the engine oil feed line to the oil cooler. The oil then flows down through the cooler while the engine coolant absorbs heat from the oil. The oil is then pumped through the oil return line, to the oil filter, then to the main engine oil passage.
Turbocharger Bypass Valve (6.6L Diesel Engine)
The turbocharger bypass valve is a temperature control valve. The valve is located in the turbocharger coolant inlet hose at the water outlet tube.
The purpose of the valve is to close the coolant flow through the turbocharger. Closing off the coolant flow through the turbocharger avoids turbocharger overcooling.
http://www.dieselplace.com/forum/4377955-post9.html
Coolant is drawn from the radiator outlet and into the water pump inlet by the water pump. The coolant flows to the heater core while the engine is running. This provides the passenger compartment with heat and defrost.
Coolant is then pumped through the water pump outlet and through the coolant pipe to the engine oil cooler. The coolant flows around the oil cooler element and to the rear engine cover. The rear engine cover distributes the coolant flow to both banks of the engine block. In the engine block, the coolant circulates through the water jackets surrounding the cylinders where it absorbs heat.
The coolant is then forced through the cylinder head gasket openings and into the cylinder heads. In the cylinder heads, the coolant flows through the water jackets surrounding the combustion chambers and valve seats, where it absorbs additional heat.
Coolant is also directed to the turbocharger. There it circulates through passages in the center housing. During engine warm-up cycle the bypass valve located in the turbocharger inlet hose at the outlet pipe prevents coolant flow. During normal operating temperatures, the coolant assists in keeping the turbocharger cool.
From the cylinder heads, the coolant flows to the thermostats. The coolant flows from the thermostat housing to the water pump through the bypass pipe until the enginereaches 85°C (185°F).
Operation of the cooling system requires proper functioning of all cooling system components. The cooling system consists of the following components:
Thermostats (6.6L Diesel Engine)
The thermostats are coolant flow control components. The purpose of the thermostats are to regulate the correct operating temperature of the engine. The thermostats utilizes a temperature sensitive wax-pellet element. The element connects to a valve through a piston. When the element is heated, it expands and exerts pressure against a rubber piston. This pressure forces the valve to open. As the element is cooled, it contracts. This contraction allows a spring to push the valve closed.
The 6.6L diesel engine requires two thermostats for correct coolant flow. The front thermostat is a dual purpose thermostat. The front thermostat controls the coolant flow to the bypass port and to the water outlet. The rear thermostat only controls the coolant flow to the water outlet.
When the coolant temperature is below the rated thermostat opening temperature, the front thermostat valve remains closed to the water outlet and is opened to the bypass port. The bottom portion of the thermostat is raised off of the bypass port while at the same time the top portion closes the coolant flow to the water outlet. The rear thermostat also is closed to the water outlet during engine warm-up. This prevents circulation of the coolant to the radiator and allows the engine to warm up quickly. After the coolant temperature reaches 82°C (180°F) the front thermostat primary valve opening temperature, the front thermostat primary valve will start to open. The coolant is then allowed to circulate through the thermostat to the radiator where the engine heat is dissipated to the atmosphere. As the engine coolant reaches 85°C (185°F) and more coolant demand is required the front thermostat secondary valve begins to close the bypass port and the rear thermostat begins to open coolant flow to the water outlet. The thermostats will continue to control the coolant flow by opening and closing. The front thermostat will be fully open when the coolant temperature reaches 95°C (203°F) the rear thermostat will be fully open when the coolant temperature reaches 100°C (212°F). The thermostat also provides a restriction in the cooling system, even after the it has opened. This restriction creates a pressure difference which prevents cavitation at the water pump and forces coolant to circulate through the engine block
Engine Oil Cooler (6.6L Diesel Engine)
The engine oil cooler is a heat exchanger. The engine oil cooler is mounted to the left lower corner of the engine. The oil filter is attached to the oil cooler housing. The engine coolant flows around the oil cooler element. The oil cooler element is a series of plates. The engine oil temperature is regulated by the temperature of the engine coolant that surrounds the oil cooler as the engine oil passes through the cooler.
The engine oil pump, pumps the oil through the engine oil feed line to the oil cooler. The oil then flows down through the cooler while the engine coolant absorbs heat from the oil. The oil is then pumped through the oil return line, to the oil filter, then to the main engine oil passage.
Turbocharger Bypass Valve (6.6L Diesel Engine)
The turbocharger bypass valve is a temperature control valve. The valve is located in the turbocharger coolant inlet hose at the water outlet tube.
The purpose of the valve is to close the coolant flow through the turbocharger. Closing off the coolant flow through the turbocharger avoids turbocharger overcooling.
http://www.dieselplace.com/forum/4377955-post9.html
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I've seen this before, and posted it several times myself as nobody believes me when I tell them 212. But heres the curve ball I just found digging through the service specs.
Attachments
i find it hard to believe that damn things has a 50* temp swing but then again, when i hit 230-234* coolant, it held there for a long long while. popping one in a pot of hot water would tell us right away
I put a set in a customers lmm a couple years ago. He loved them and it helped his truck tremendously on heating up. Truck is overloaded 50% of its life
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i have my doubts id see much difference. if im feeling froggy, ill order a set and throw them in there just to see. headed back up north again in 3 weeks, same load but no sand car inside so 1500lbs lighter. might not be a fair comparison, specially if temps arent as high.
Not sure if it's been brought up, what about adding a 2nd radiator.
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Same here, most vernatherms only have about a 15-20 degree swing to them from closed to full open. Just listing the specs as per the general.
I can easily believe 5-10° hotter that rated temp for full open.. Not some ~30°.. Only times I've seen above 210° ECT.. Towing without an aux oil cooler, and a worn out fan clutch..... Even towing in 95-100° humid temps with heavy wind drag load in rolling hills.. that's only on the 7-13 mile long 5-7% grades when I get stuck behind a big trucks which reduces airflow to the gril.. towing upwards of 29,000lb trailer
ECT where very similar between my lbz repowered 99, that ran a lb7 radiator/CAC stack for cooling, and my LMM
I've yet to see real world temps indicative to what either of you guys have posted, outside the two exceptions I stated earlier
ECT where very similar between my lbz repowered 99, that ran a lb7 radiator/CAC stack for cooling, and my LMM
I've yet to see real world temps indicative to what either of you guys have posted, outside the two exceptions I stated earlier
Not sure if it's been brought up, what about adding a 2nd radiator.
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No room. I don't have a factory front bumper to hide it behind and my oil cooler takes up what little space I had under there for one
If I dropped tuning down, I'd probably be just fine too but ain't no way I'd do that. That's just no fun!! Lmao
As stated before... I'll illustrate this time.. Transmission tremp is withing 2° between DIC and when data logging via BBX
Rephrase: where is the sensor located that the gauge is reading from.?
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