Nissan 200SX Club - South Africa

Draco wrote:

RAW wrote:

Draco wrote:

Mr. Rezlo, I know much less about engines and stuff than you, so I'll take your word on this, it sounds logical....if you one day know for a fact what will get me that inlet temp costantly without fail....let me know please.

If it goes over 90 you have a problem, you fix the problem = you have the correct temprature,

If its rocketing due to added power (stock radiator can support a good 220kw-230kw odd in summer), you need to upgrade your radiator, obviously as your power goes up you need to take it further.

I bet you that your radiator is 1/2 clogged and your waterpump and thermostat need replacing, or your fan clutch is failing.

Along the lines of what Sokar said, OEM's use specific types of fluids because they work best or last correct amounts of time before break down, if there were substantialy better and "safer" options trust me you would see it in the OEM's or proper racing cars first.

In the early 1980s, Toyota researched production of an adiabatic ceramic engine which can run at a temperature of over 6000 °F (3300 °C). Ceramic engines do not require a cooling system and hence allow a major weight reduction and therefore greater fuel efficiency. Fuel efficiency of the engine is also higher at high temperature, as shown by Carnot's theorem. In a conventional metallic engine, much of the energy released from the fuel must be dissipated as waste heat in order to prevent a meltdown of the metallic parts. Despite all of these desirable properties, such engines are not in production because the manufacturing of ceramic parts in the requisite precision and durability is difficult. Imperfection in the ceramic leads to cracks, which can lead to potentially dangerous equipment failure. Such engines are possible in laboratory settings, but mass-production is not feasible with current technology.

JUst to add to RAW stuff

One of the reasons some new hard core cars use plasma sprayed bores.. like the GTR,,, also ceramic barriers like our much loved SR20's...

People have even tried using oil as coolant back in the day...

Air-cooled FTW!!!

Thanks Hennie.

I remember when I was studying IC engines and thermodynamics it was something like 30% of power made is given off as heat. So on a mere 150kw engine you will give off 50kw of heat, thats alot of heat.

Draco wrote:Thanks Hennie.

Hennie why you always delete your stuff....it was good advice....

Draco wrote:

Draco wrote:Thanks Hennie.

Hennie why you always delete your stuff....it was good advice....

ja ja. kak my maar uit

RAW wrote: People have even tried using oil as coolant back in the day...

Air-cooled FTW!!!

Deutz still produce a wide range of oil cooled and air cooled diesel engines.

I'm actually just in the process of building a prototype tractor fitted with a Deutz 4 cylinder turbo charged, air cooled motor. The nice thing is there is no need to design a cooling package, its all built in to the engine.

The oil cooled engines use the lubricating oil to cool the engine as well and this is then run through a radiator or other type of heat exchanger. I had a look at a 3 cylinder oil cooled Deutz engine in an Atlas Copco mobile compressor a few weeks ago, and it is a very compact engine.

Gary57 wrote:I remember when I was studying IC engines and thermodynamics it was something like 30% of power made is given off as heat. So on a mere 150kw engine you will give off 50kw of heat, thats alot of heat.

Almost right. Roughly a third of the energy from the fuel goes to power, a third to heat, and a third to noise.
So if you're making 150kw at the engine you're making roughly 150kw of heat and roughly 150kw of noise.

Guy, Im jealous,,,

Ive always had some form of interest in the more industrial side of big diesel engines, amazing just how much they differ from the usual kak i have to work with every day!