[v12-engine] Re: running warm

V12-Engine
1

Moved to v12-engine. I seem to be doing a lot of that lately. Is it
that difficult to figure out which is which?> Tony Bryant zot@paradise.net.nz wrote:

You
already have overheated it. The gauge position you describe is
boiling point. It CAN NOT go any higher, because it is boiling.

“Cohen, Peter” peter.cohen@unisys.com writes:
I disagree. I have seen my gauge go 2/3 of the way to the top, and
other listers have reported it going even higher.

From: Charlie Marino cmarino1@juno.com

…agree on
the gauge, my gauge also goes higher .

Everybody, and I mean EVERYBODY, seems to be missing the point on the
gauge problem! Let me try to explain it one more time. The sender
is on the right bank. Therefore, the gauge reading tells you nothing
– NOTHING – about what the left bank is doing! If the gauge is
reading a needle’s width above the N, the right bank is overheating –
but the gauge is indicating it is only overheating a little bit, not
enough to cause concern. The problem is that you have NO IDEA what
the left bank is doing! It could be likewise overheating just a
little bit, in which case you can get away with driving it around a
few more weeks as you ponder your options for corrective action. Or
it could already be completely 100% plugged, in which case fallen
valve seats are gonna happen – if they haven’t happened already,
they will when you shut it down.

Thanks to the nature of the 1-1/2-pass radiator, the latter situation
is arguably MORE likely than the former. But both situations do
occur.

There is no way for you to know which situation you are in unless you
install a second gauge sender in the left bank or other additional
instrumentation. Therefore, there is only one safe course of action:
if the needle gets above the N, park the car. NOW. Not after you
get home tonight, not when you reach the next exit, NOW. Pay for the
tow. You may forever wonder if you could have saved the hundred
bucks and driven it home, but deal with that.

– Kirbert | Palm’s Postulate:
| If anything is to be accomplished,
| some rules must be broken.
| – Kirby Palm, 1979

2

Thanks to the nature of the 1-1/2-pass radiator, the latter situation
is arguably MORE likely than the former. But both situations do
occur.

This month’s JAGUAR magazine has a feature on a modified XJ-S. The
radiator has been replaced by a standard cross-flow – what Chad might
call a NASCAR radiator. An aluminum catch-can has been added to the front
center of the engine. Both upper hoses – one from each bank’s thermostat
housing – leads to the upper sides of the catch can. The outlet to the
upper radiator comes out of the bottom of the catch can. The top of the
catch can has a radiator cap and an overflow line.

There’s a nice photo of the setup in the article.

JohnOn Fri, 5 May 2000, Kirbert wrote: