Inspect fuel, ol, Diesel Exhaust Fluid (DEF) and coolant levels, and condition; determine needed action (op 387-368) Identity engine fuel, ol, coolant aand other leaks; determine needed action. (pp 388-390) ‘Check engine coolant type level, condition, and Consumption; test coolant for freeze protection and additive package concentration; determine needed action. (pp 374-377, 387-388, 392-393) ‘Test coolant temperature and check operation of ‘temperature and level sensors, gauge, andlor sending units determine needed action. (p 390) Inspect and reinstallireplace pulleys, tensioners, and drive belts:adjuse drive beles and check alignment. (p 387) Inspect thermostat(s), bypasses, housing(s) and seals; replace as needed, (pp 381-383) Recover coolant, flush, and refill with recommended coolanvadltive package: bleed cooling system. (pp 387-393) Inspect coolant conditionerffter assembly for leaks; inspect valves, ines, and fittings; replace as needed (op 389-390) nowledge Objec After reading this chapter you will be able to: Explain the operating principles of the diesel engine cooling system and its components. (pp 369-379) Describe the purpose, types. function, composition, and applications of diesel engine coolant. (pp 379-385) Identify and describe the construction features, types, and applications ofthe diesel engine cooling system and its components. (pp 386-394) Inspect water pump and hoses: replace as needed. (pp 379-381, 391-392) Inspect, clean, and pressure-test radiator Pressure-test «ap, tank(s),and recovery systems; determine needed action, (pp 388-389) Inspect thermostatic cooling fan system (hydraulic, preumatic, and electronic) and fan shrouds replace as needed. (pp 383-386, 391) Sly hie eal ccebshac annul Inspect and test radiator, pressure cap, and coolant recovery system (surge tank); determine needed action. (pp 388-389) Inspect water pump; determine needed action. (pp 379-381) Inspect and test thermostats, by-passes, housings, and seals; determine needed repairs. (pp 381-383) Recover: lush, and refill with recommended coolant additive package; bleed cooling system. (pp 387-393) mica nuunu uur eects Cooling System Inspect water pump. (pp 379-381) Describe the inspection and testing procedures for a diesel engine cooling system and its components. (pp 395-400) Recommend service and maintenance of dlesel engine cooling system and its components. (pp 400-402)‘Altar reading this chaptr, you wl be abet: |. Pressure tet the cooling system and inspect for leaks. (p 397) 2. Verify the engine operating temperature. (p 398) 2. Inspect for a leaking EGR cooler (p 398) > Introduction “The cooling system may not receive much interest as an engine subsystem, but its operation and maintenance is critical to engine durability and reliability. Manufacturer studies report as such as 40% ofall engine maintenance or breakdown is related directly or indirectly to cooling system maintenance. Over 50% of catastrophic engine failures can be attributed to cooling system failure, and 60% of water pump failures are caused by preventable seal leakage. Diesel cooling systems also need spe- Cialized attention because of unique heat loads and combustion characteristis that affect coolant maintenance practices. In this chapter the function ofthe diesel engine cooling sys tem is examined along with the operation and maintenance of components inthe system. A thorough knowledge of the oper- ation and unique features ofthe diesel cooling system will assist You Are the Tech rar SEN Test coolant nitrite or DCASCA levels. (p 399) Use a hydrometer to test the freeze point ofthe coolant (p 401) 5. Use a refractometer to est the freeze point ofthe coofant (p 401) EESTI technicians in making correct recommendations for service and, ‘maintenance ofthis critical engine system. > Fundamentals of Cooling Systems Cooling systems perform a variety of functions, which are ‘outlined in the sections below. Removal of Excess Heat ‘The flame temperature of diesel fuel is approximately 3900°F (2149°C). Sustained operation of the engine at temperatures like this without some means to remove heat would quickly result in damaged and destroyed engine components. Operating You have started to work at a schoo! bus fleet operation. The operation has close to two hundred units from different manufacuurers using a variety of diesel engines, but most are less than ten years old. While the goal is to keep the vehicles in a good state of repair, che company is cost conscious and you under= stand that any service recommendation multiplied two hundred times translates into a significant amount cof money either spent or saved.As you review the service records and preventive maintenance schedule you notice that the engine cootant has never been changed in any of the vehicles. When you ask about this, you hear conflicting information. Some technicians sy the buses use coolant that doesn't need changing, Others sy it needs changing, but the company doesn't want fo spend the money on labor to flush and fil the cooling system, on disposal costs to recyele old coolant, or on purchasing good-quality long-life coolant You will need to make a service recommendation about the coolant as part of inspection reports you are completing As you think about a service recommendation, consider the following: |. What specific information would you collect about a vehicle, the fleet and its equipment to make a recommendation to leave the coolant inthe engines; drain, flush and ref the cooling systemsor switch to stocking a single type of coolant or multiple types of coolant? 2. List and explain he factors that ae important to take into consideration when making a decision about the selection of coolant or coolants you would use ifthe coolant was to be replaced. 3. What riss might there be and what kind of repairs would you anteipae after leaving coolant inthe r engines if cis a ope | or type ll coolant?370 SECTION Ill ENGINE CONSTRUCTION AND OPERATION, clearances between moving engine parts would disappear and, cause engine seizure. Components such as pistons and valves, ‘would bur, or soften and permanently distort, under the high temperatures. Lubrication oil would also burn upon contact with, hot engine. Its viscosity would become too thin to properly sup- port bearing loads and lubricate parts. To prevent these adverse conditions, the cooling system removes excess heat from the engine and releases it to the atmosphere through the radiator In todays engines, more than half the heat energy pro: duced from combustion is wasted through heat radiated from engine surfaces and dissipated from the engine through the The cooing system removes excess heat from the engine and releases i to the atmosphere through ‘Thermal Efficency cooling system and exhaust gases. The measure of an engine's ability to convert the energy content of fuel into mechanical force is called thermal efficiency ‘Thermal effi- ciency is measured as a percentage of the potential energy content in fuel compared with the engine’ ability to convert the potential energy into mechanical energy. A simplified way of stating thermal efficiency would be to compare the mechan- ical energy available at the flywheel tothe cost of fuel. $100 of fuel is burned by an engine and only $40 of mechanical energy is produced at the flywheel, the engine would have 40% thermal efficiency. Currently, the best heavy-duty on highway diesel engines operate at approximately 45% thermal cfliciency, which means that 45% of the fuel energy released during combustion is converted into mechanical energy and available atthe flywheel. The remaining energy is absorbed by the cooling system (30-35%), emitted by the exhaust system (20-25%), or radiated to the atmosphere through hot engine parts (5%). Friction and the energy required to move gases in and out of the engine account for the remaining losses in thermal efficiency. Larger, slow-speed industrial diesel engines used on ships and for electric power generation can operate at more than 50% thermal efficiency. Greenhouse gas (GHG) emission standards for heavy-duty diesels require a 17% increase in thermal efficiency for diesel engines by 2025. The thermal efficiency of today’s diesel engines is almost double that of spark-ignited gasoline engines, which operate at up to approximately 25-3006 thermal efficiency, Recapturing energy that would normally be lost in the exhaust system to power 4 turbocharger can increase the thermal efficiency of a diesel engine; this is just one way that heat energy is recovered by diesels. Higher compression ratios, the absence of a throttle valve, and other mechanical factors also help diesels achieve better thermal efficiency. Production Year \ Fuel Energy 100% Fuel Energy 100% eat Lase - Exhaust 25% + Cooling Sysiom 35% + Frcton and Gas Exchange 5% Heat Lose - Exhaust 18% = Cooling Systom 17% + Frietion and Gas Exchange 5% “Thermal Eiconey = 95% ‘Thormal Eficionoy = 60% “Thermal efficiency is highest in diesel engine. Newer dieses convert as much as 45-50% of their hes into force. Beginning in2016 60% thermal efficiency. 5 engines are expected to meet phased-in targets for GHG emision standards and wil eventually need to achieve more thanDiesel Engine Heat Loads While compression-ignition combustion Is one of the most thermally efficient processes for converting fuel energy into ‘mechanical energy, it stil involves a substantial amount of heat being released to the cooling system. The release af heat to the cooling system is called heat rejection. Diesel engines have sev- eral unique systems and components that require addition cooling systems not found in automotive engines. These sys- tems use engine coolant to transfer heat away from the engine and into the atmosphere. Exhaust Gas Recirculation Cooled exhaust gas recirculation (EGR), which has been used by. diesels for the past decade and a half, places an even larger heat oad on the cooling system QEUEEEEED. Up to 30% of intake air ‘mass in most current diesels will include exhaust gases, which can reach 1200°F (649°C). ‘These temperatures are reduced to 400°F (204°C) or less before being mixed with intake air originating from the outlet of the charge-air cooler. This means the diesel-powered vehicles cooling system needs to dissipate 15-40% more heat absorbed from the exhaust gas. Until model year 2002, when cooled EGR was introduced, most diesels had 100% of exhaust heat passed into the atmosphere. Now; larger heat loads are handled by the cooling system to accommodate EGR. Engine modifications to deal with the increased heat loads include larger water pumps, cooling fans, and radiator cross- sectional arcas combined with increased underhood airflow are needed to remove the additional heat from the cooling system. CHAPTER 13 Diesel Engine Cooling Systems 371 Lubrication Oi Heat generated by combustion is rejected and transferred to engine parts and lubrication oil If excess heat is not removed from the oil it can lose its viscosity and thin too much to sup- portbearing loads and properly lubricate parts. At temperatures, above 250°F (121°C), oil can quickly oxidize and even burn, Because every turbocharged engine cools the underside of the piston with engine oil, higher heat loads are imposed on the lubrication system. To remove this heat from the oil, virtually all diesel engines use oil coolers that circulate engine coolant to remove heat from the engine oil GEER. Air Intake System Intake air compressed by the turbocharger easily heats to lover 400°F (204°C). Temperatures are even higher than this, in engines using series turbocharging. Cooling heated intake air is necessary to reduce emissions and prevent thermal overloading of cylinder components such as piston crowns, and valves. While most engines use air-to-air aftercooling, (ATAAC), engine coolant is often used to help reduce charge air temperatures. Liquid heat exchangers, charge air coolers, or aftercoolers may be located in the intake manifold to circulate coolant, which lowers air inlet temperatures More commonly, liquid interstage coolers are used on series turbocharged engines to reduce air temperatures between the low- and high-pressure turbochargers. Heat removed from intake air is simply transferred to the atmosphere through the radiator, a Conventional Models Equipped with Manual Transmissions. Thermostat Bypass Diese! cooling systems absorb adltional heat loads fram components. High-capacty EGR coolers ar compressors, «ll coolers, and turbochargers are just a few adetional heat loads372 SECTION Ill ENGINE CONSTRUCTION AND OPERATION, a (Oi cooler nozzes spray the underside of all engine piston crowns with ol 0 remove heat. The heat absorbed by the ol is removed by the cookng system through cl cooler Liquid inter Stage ‘Charge ir Cooler Intake Air Flow Coping of compressed intake aris sometimes performed by liquid heat exchangers. This MaxForce DT engine uses jacket water aftecooing (WAC) engine coolant between the low- and high-pressure turbochargers An ATAAC is used forthe final stage of cooling, ———— ‘Temperature Regulation Another important job of the cooling system isto raise engine coolant temperature quickly to keep engine component wear to a minimum by circulating through the engine GIEITEED and Machined parts operating with close tolerances require consistent operating temperatures of between 180°F and 200°F (82°C and 93°C). (An exception is emergency and. military engines that are designed to withstand as much as, 230°F (110°C}.) Higher operating temperatures will lower the amount of heat rejected, but if temperatures climb even as little as 12°F beyond normal range, cylinder wall wear begins to dramatically increase. Conversely, cold cylinders will prevent engine parts from operating at optimal clearances and lead to excessive oil consumption, carbon deposits on pistons, poor combustion «quality, and oil sludging due to water condensation. In current diesels, the coolant must reach a minimum temperature necessary within a reasonable time to enable other on-board diagnostic (OBD) monitors to run, is N EN Short run operation of ary engine wil cause surging ofthe engine il ols not alowed te property heat up, water condensation ‘rom blow-by gases rl contaminate the cy hich couldevertualy log the ol pick-up tbe for the of pump and othe-o pasagesin the engine, Aways ensure that erghe als frequent brougrt to operating temperature dtxing da'y equipment operation to \aporite ary water condensation in the Libcation ol Provide for Coolant Expansion Cooling systems must provide for the expansion of coolant. As engine coolant warms, it expands. An overflow reservoiris needed, to contain the coolant pushed out of the radiator and engine Surge tanks, overilow reservoirs, and lage radiator tanks are used to buffer coolant expansion Most anti-freezes are ‘made from a base chemical called ethylene glycol, and because ethylene glycol is considered toxic, coolant must not escape into the environment through overflow hoses. (Some coolants are ‘made with propylene glycol, which is nontoxic and environmen. tally friendly.) When the engine cools, coolant i drawn back into the radiator through negative pressure induced by the contraction, ‘of cool coolant inthe closed cooling system Pressurize Engine Coolant ‘Cooling systems are pressurized for two important reasons. The first isto maintain pressure greater than atmospheric pressure at the water pump inlet. Without pressure to the water pump inlet, pumps operate less efficiently. If the pump inlet is not under pressure, it can become air-bound and prevent coolant flow. Related to this is cavitation, which is a major problem in diesel cooling systems. Cavitation is erosion in cylinder block walls, heads, injector tubes, and liner sleeves caused by the vaporiza- tion of coolant that is under low pressure. Cavitation occurs more easily if cooling system pressures are abnormally low: ‘The second important reason for pressurizing the cooling system is that it increases the boiling point of water. Permitting ‘water to turn to vapor or steam near the cylinders and in the cyl- inder heads would dramatically lower the ability of the cooling system to absorb heat. Even momentary loss of direct contact, with coolant would cause severe thermal stress on these com= ponents, resulting in cracking of heads and engine blocks. Increasing cooling system pressure will prevent engine damage and loss of coolant by increasing the temperature at whichCHAPTER 13 Diesel Engine Cooling Systems 373 Low Water Level Sensor Engine Vent Hose Radiator Vent Hose Thermostat / Upper Radiator Hose Heater Supply Line ai Heater Control Valve. Hoator Core. Radiator Hoater Return Line ~+ Coolant Flow Direction Coolant Fitter Water Pump Bypass ‘Cooling system components and coolant cicuition pattems through a typical 6 heavy-duty diesel Coolant Fow Direction Typical coolant circuation pattern in aV8 diese__- 2 ad a Fat (or surge tank) ‘When coolant isheated it expands The ‘overflow reservoir or surge tank collects coolant lewng the cooling system through the overflow pipe below the neck The surge tank and overflow reservoir are Seeeeenanse ‘of the radiator cap. After the engine cools, coolant is drawn ——— back mo the cooing stom. — coolant will boil. Every 1-psi (7-kPa) increase in cooling sys-_Pressurizing the cooling system also prevents water from boiling tem pressure increases the boiling point by approximately 3°, away from the cooling system. The cooling system is pressur ‘This means 10 psi (69 kPa) of pressure on the cooling system ized by both coolant expansion and trapped air, including steam. raises its boiling point to 242°F (117°C) GESEEEND. trapped in the radiator during heating, —— —__ Radiator Cap Pressure psi (kPa) o 2 4 6 8 0 2 4 16 (©) (14) (28) (41) (65) 3) (83)_(T) (110) (124) 290 (149) 280 (198) 270 (192) 260 (127) 250 121) 240 (116) 230 110) 220 (104) 210 (98) 200 93) 190 (8). 180 (82) 1707) 160 (77) 150 (66) | 50% WaterEthvione Glycol [Plain Water] Boiling Point F (“0) wo 12 14) 16 18 2 22 2% 2 2 m0 92 (68) (3) (97) (140) (124) (198) (182) (165) (178) (199) (207) (224) ‘Absolute Pressure pi (Pa) Atmospheric Pressure Increasing the pressure of the cooling system increases the boiling point ofthe coolant Adding ant-feeze to the coolant {urther increases the boing point ofthe coolantTECHNICIAN TIP. Diesel engine cooling systems have traitionall operated at Pressures between 7 and 10 ps (48 and 69 KPa} whichis lower than gasoline engines The primary reason for this lower pressure is to prevent overheating the oil in the oil cooler ‘At higher coolant temperatures the Mbeating ol wil lose te viscosity which could potently cause a loss in bricating abilities Ata lower boing point, coolant escaping as steam wil cary heat avay from the engine and keep the ol temperature in the ll coolers lawer Higher operating temperatures would allow the oll to potentially overheat. Newer engines using cooled EGR have higher cooling system pressures to prevent boling of coolant in the EGR cooler Deaeration of Coolant Aeration isthe condition in which excessive amounts of air or steam bubbles are dissolved in coolant, diminishing the cool- ant’ effectiveness. Cooling systems must provide for deaera- tion of coolant to prevent pumps and coolant passageways in the cylinder head from becoming air bound, or blocked by an accumulation of steam GIEETSEEID. As coolant warms, some vaporization occurs, forming bubbles and vapor pockets. Even when coolant is relatively cold, coolant next to hot inte- rior engine surfaces becomes hotter than surrounding cool- antand vaporizes. Ifthe vapor collects into large steam pock- cts, the engine cannot transfer heat to the coolant, causing localized hot spots and potential damage from overheating. CHAPTER 13 Diesel Engine Cooling Systems 375 TECHNICIAN TIP. Gabaric activity in a cootag system is easly measures with a gtal multimeter After setting the meter to a low-vohage OC scale,one tes leads paced inthe coolant. The other test ead can be placed anptvere on the engine where there is metal exposed fora good ground A cooling system with a level of adeétves that is adequate to protect metals rom corrosion wil test at 02 volts oF les. Coclant that has become depleted of adstves or highly acidic of alalne (basic) will produce more votage. f voltage ds vols the cooing system should be drained and fushec, and new coolant that contains the recommended level of condioners should be added Minimize Corrosion Dissimilar metals in contact with engine coolant causes cleetro- chemical reactions GIEEHEEEY the coolant isan electrolyte, which means it can conduct current, In a sens, the cooling system can behave like a primary battery in which dissimilar metals in the presence ofan electrolyte will produce a flow of electric current. This principle of inducing current flow by using dissimilar metals and an electrolyte is called the galvanic effect. Eventually, some metals in contact with coolant willbe severely and quickly corroded through these chemical reactions unless some strategy is used to prevent these reactions. For this reason, anti-freeze contains a number of additives that minimize elec. trochemical reactions, prolonging the durability of engine and cooling system components _ Ment Lines | FilLine oo 90 1 ‘aug Rasiator \Vert ines from the engine block and the racntor ‘Without dezeration the engine coolant flow would become blacked, Coolant Gonsitioner Fitor -onnect to the deaeration tank aso referred 20 asthe surge tank376 — Unit rector IjetorSeove ves Sealing O-Ring injector Seve ’ Contant Passagevay GEUTAENBY this injector tbe, which is surrounded by coolant, transfers heat away fom the injector The bras in tubes Ike this, along with ather metals suchas aluminum and iron in the cooing syste, produces gaharic electrochemical reactions that lead to corrosion, Minimize Scaling and Deposits Scale and deposits on internal surfaces within the engine and. cooling system can sharply reduce heat transfer. In fact, 0.06" (16 mm) deposit will reduce heat transfer by 40% Scale can come from calcium and magnesium in the water used for cool- ing, but some scale is produced by additives in the anti-freeze such as phosphate, silicate, and nitrite. Scaling and deposit for~ ‘mation commonly occur on hot engine surfaces where coolant turbulence is low. Maintenance practices and formulations of engine coolant should be designed to minimize the formation, of these engine-damaging deposits Freeze and Boil Protection Because water isthe primary ingredient of engine coolant, the engine requires protection from freezing and boiling coolant. Frozen coolant can easily break and crack cylinder heads, blocks, Scale Build up 0.0625" (1.5875 mm) of scale retards nea! transfor by as much as 4.5" (11.4 om) of cast ron SECTION Ill ENGINE CONSTRUCTION AND OPERATION ‘water pumps, and radiators, Core plugs, sometimes called frost plugs. are pushed out by frozen coolant, which causes major loss, ‘of coolant. It should be noted that core plugs are not designed to relieve pressure from frozen coolant to prevent engine damage. ‘When coolants frozen, it will not flow, which causes the cylinder components to rapidly overheat, thermally stressing the eylin- der block and head to the point of cracking. Conversely, boiling coolant isnot able to effectively absorb heat, because it is not in a liquid state, Freeze and boil protection are both provided to the engine by the use of anti-freeze (also referred to as coolant in some regions) Additional boiling protection is accomplished through pressurizing the cooling system, pares Peat! os Cen eon Sek on aes eke 0% (water ony) 20% Cavitation Erosion Engine vibrations eause vacuous pockets, \which allows coolant vapor to attack tne surace of he sleeves. _ Poor Heat Transfer Vacuous Pocket Vapor Bubble Seale Formation “ me Scale Buld UP” No Coolant Protection Protectan Coolant Coolant Protectwo Coating of Protection Protection Coolant Conationer _- Vacuous Pocket Vapor Bubble / eee as aes Protective Coating of Scale Formation inhibited Coolant Conationor Seale buildup in diese engines can be prevented withthe use of ronmineralzed water and specialized coolant conditionersSlicate Contamination Partial Racatortuoe Blockage GLETETEEEED Scat dropout toms a geen gooey substance inthe cooing system that blods coolant tubes in rachators and heater cores, — need to be added to maintain coolant contact with engine parts, because steam and other vapor bubbles do not cool wel ‘Type I additives deplete quickly and require monitoring. With time, many of the additive’ other components, such as phosphorous, drop out with the silicate, coating cooling sys- tem components with a layer of slime and deposits. This is Why it is important to drain and replace Type T anti-freeze containing this corrosion inhibitor package every two years. To maintain the correct level of additives, Type T coolant requires testing to ensure the correctlevels of nitrite and other inhibitors are present. Between 3% and 5% of DCA or SCA is added after the ini- tial mixing of anti-freeze and water toring the additive package for diesel engines to the correct protection level IEEE. [escramenvs | een. /) Ane Perr erd GEEEETREEED Tis bottle of liquid active is added to proximately | gallo (4 liters) oftypel coolant to properly condition the coolant. Note the ces sicate appearing around the cap of the bot — Diesel Engine Cooling Syscems 38 Monitoring the additive package is necessary at every service to maintain the correct levels of the various corrosion inhibitors GETEEED and CEUEEED. “ype |antstreeze for diese engines is iflerent from Type | ant: freeze for gasoline engines and the two should never be interchanged. Gasoline engines use Type | antnfeeze that contains higher sicat levels Only lowslicate ant-Feeze should be used in diesel engines because the addition of nitrite to dese coolant wil eause silicate drepeut, which can lead to pluaz radators. water pump sea leaks and overheated er GQEUTERDD es: stops are sed to measure the levels of various cooing system addtives Ths test strip measures the levels of nitrite and molybdates, another type of comosion Innioton in ant-feere, (GETIREED This tt sep checks the ntrte levels in tether type |r extended-ife coolant. different scale an the side ofthe bottles used for each type of antifreeze.386 SECTION Ill ENGINE CONSTRUCTION AND OPERATION, Extended-Life Coolant Given the high maintenance requirements of Type l anti-freeze and its short two-year service interval, manufacturers have sought to develop new coolant technology to minimize cooling system maintenance and extend the service interval To achieve this, a new category of anti-freezes, called extende: coolant (ELC) or long-life coolant, has been developed with, corrosion inhibitors made from organic acids. ‘These inhibi tors use OAT and generally contain low levels or are free of nitrite, nitrate, phosphate silicate, and borate. Instead, they use carboxylate acids, which are neutralized versions of acids, containing carbon. OAT anti-freeze has the advantage of being more chemi: cally stable, which allows for exceptionally long service inter vals. The formulation provides maximum protection ofthe six basic metal alloys found in most cooling systems. Because the coolant generally contains no phosphates or silicates, deposits, in the cooling system are almost eliminated. ‘The low level of IAT abrasive solids dissolved in anti-freeze results in improved, water pump seal life. Anticfreezes using this coolant chemis- try are abo referred to as long-life, fully formulated, OAT and, nitrited organic acid technology (NOAT) coolant. Variations in the inhibitor package differentiate between these types of anti freeres. Type Il and Il: Fully Formulated Antifreeze ‘Type II and type IIT anti-freeze are differentiated by the type of base used. Type IT is made from ethylene glycol, and type TIT is made from propylene glycol. These anti-freczes generally do not require an initial charge of DCA or SCA because itis, incorporated into the solution during manufacture ZEEE. ‘The corrosion inhibitors in these types of ELC anti-freeze are designed to last 600,000 miles (965,600 km) on-road oF 12,000 hours offroad. However, a coolant extender that contains, nitrite for protection against cavitation erosion has an additive package similar to SCA/DCA GERI This must be added nly once at 300,000 miles (482,800 km) or 6000 hours, which is about halfway through the anti-freeze’ service life, ifa longer service life is expected. ‘TABLE 13-5: Type Il Antifreeze Additives and Their Purposes paren eed Potassum soap of dbase | Iron carbonic acid Solder ‘Aluminum Potassum soap of monabasic | Aluminum carbonic acid ron Nitrite Cas iron Stoel Molybdate Iron Tolariazole Copper (GETTER The tse ofan extender active package hafivay through an ELC’ service Ife can lengthen the tene that long ie coolant remains inservice. To maintain these fully formulated anti-freezes at every preventive maintenance or at least twice per year, the color and freeze point of the coolant is checked. If coolant is the correct, color, has no deposits, and has a freeze point between -15°F (26°C) and —60°F (~51°C), then the coolant is considered in suitable condition for further use. ‘Type IV OAT Antifreeze ‘This type of anti-freeze uses non-carboxylate acids, such as benzoate, from benzoic acid, to form the additive package. This red-colored anti-freeze is commonly used in today’s diesel and gasoline engines. Hybrid Organic Acid Technology Hybrid organic acid technology (HOAT) is a combination of IAT and OAT with nitrites added. This makes HOAT compati- bile with both light and heavy-duty system materials. Different versions ofthis anti-freeze are dyed colors between orange and steaw yellow. This antifreeze is often marketed as a universal antifreeze Nitrated Organic Acid Technology Nitrated organic acid technology (NOAT) is an OAT with, nitrates added, similar to HOAT This chemical combination is expected to make the anti-freeze suitable for use in both light and heavy-duty diesel cooling systems, and iti often marketed as a universal anti-freeze, NOAT and HOAT are very similar in performance characteristics, but currently no vehicle OEMuses a factory fill of NOAT anti-freeze. The normal NOAT ser- ‘ice life is five years or 150,000 miles (250,000 km) ang! uses an, extender package halfway through the service life Mixing IAT with OAT, HOAT, and NOAT anti-freezes will not damage the engines cooling system. However, mixing. anti-freezes.nullifies the extended-life attributes of these formulations. Depending on the type of formulation, acceptable contamination can range from 54 to 25%, though Most OEMs do not recommend contamination above 5%. Iis easy to be confused with the variety and complexity of anti-freeze formulations available for use. Therefore, itis imperative the technician and diesel engine owner be fully aware of what the vehicle manufacturer’ requirements for anti-freeze are and for those recommendations to be care- fully followed. TECHNICIAN TIP. Sensors and other electrical devices that are exposed to engine coolant have the potentid to stort out. Electrical current paseng though the coolant wil quickly comrade brast and) aluminum ol coolers, injector tubes, and other metals in the cooling system. To minimize this problem, engine blocks use a number of ground straps to not only lower resistances for engne-mounted electrical devices but also to minmize Electrica tives electrical conduction through engine coolant conduction through coolant quickly eliminates rit in coolant leading to further engine damage. TECHNICIAN TIP. IF coolant is brown in color often indicates the presence of rust in the coolant Some corrosion inhibters used to prevent rust are easy damaged by overheating coolant. Coolant that has coverhezted should nat be reused during service. — Radiator Cap (GEESE A. A own-flow radiator B.A cross-flow radiator —_———— CHAPTER 13 Diesel Engine Cooling Systems 385 > Components of Cooling Systems ‘Transferring heat absorbed from the engine to the atmosphere is the primary function of the cooling system. To do this, adia- tors, which allow air to pass though cooling fins to release heat, are used. A wide variety of radiators are designed and used to accommodate various heat transfer requirements and chas- sis applications. Radiator technology continues to change to extend service life and operate more efficiently while reducing construction costs and maintenance requirements. Radiators Radiators are heat-exchanging devices. that release heat absorbed from the engine to the air. Coolant can flow through a radiator two ways. In down-flow radiators, the coolant will enter through a hose connected to the top tank that is carry- ing hot coolant from the water pump outlet, The coolant will then flow from the top tank, through cooling tubes, and into, the bottom tank. Alternatively, in cross-flow radiators, coolant will low from a top-connected hose, through a side-mounted tank, into cooling tubes, and across the radiator to another side- mounted tank, GEETEEEED. Cross-tlow radiators are preferred in vehicles with low-profile aerodynamic hoods because they can be made wider with a lower height profile ‘Tubes within the radiator core provide the surface area to exchange heat. Heat dissipates from the coolant through the tube wall and then through the fins. Air passing through the fins carries away heat, thereby allowing tubes and fins to absorb more heat from the coolant GEUSEE)- Early radiator construction used copper brass radiator components. Copper brass construction seemed the obvious, choice for the radiators because of its superior heat condue- tivity, ease of forming, and ease of repair. However, it was, learned that increasing diameter of tubes in a radiator made radiators more efficient. This required thicker tube walls to Radiator Cap‘While early radiator caps simply prevented coolant from spill ing out of the cooling system, today’s radiator caps have several additional functions. First, the calibrated pressure valve inside the cap increases the pressure of the cooling system to raise 386 ENGINE CONSTRUCTION AND OPERATION — = Coolant Flow Tubes Fins Ai Flow. J Tube and fin construction of a raat {ee prevent ballooning of the tubes from internal pressure, which in turn created unacceptably heavier radiators. Beginning in the 1980s, most manufacturers began to use aluminum tube radiators GE A two-row aluminum radiator core (also referred to as double core radiator) with 1” (25 mm) circumference tubes is equivalent to a five-row copper brass radiator with 1/2" (13 mm) circumference tubes. The 1” (13 mm) tube size also increased tube-to-fin contact and cool ing capacity by roughly 25%. Copper is a good heat conductor but solder required to bond the tubes to the fins creates an insulation point that pre vents some heat transfer. All the mechanical stresses are borne by the solder in the joints between the radiator tank and the tube core. Solder can be attacked ifthe coolant pH level becomes too alkaline through the excessive use of DCA/SCA. Aluminum tubes are welded or crimped rather than soldered to the alumi num or plastic tanks. This provides a more efficient conductor for cooling efficiency 2 plastic tanks are crimped to an aluminum cooling core Aslicone gasket between the tank and radiator cor prevents leaks is radiator isa commen design in hich the boiling point of coolant. This feature prevents coolant loss through boil aver D Second, a vacuum valve incorporated into the cap allows air or coolant to re-enter the cooling system when the pressure drops after the engine cools @IEUNAESIB. Faulty vacuum valves are often identified when the upper radiator hose collapses after the engine cools or when coolants los. A coiled spring inside the lower radiator hose, or a solid metal tube, is required to prevent its collapse. The radiator cap is also important to water pump efficiency. When the cooling system is pressurized, the pump operates much better than the 85% efficiency without pressure cap. TETHER) The pressure rating ofa racitor cap at which the pressure relief valve opens is stamped on the cap ( ps (48 kPa on the cap atthe top and 103 KPa] an newer cap on the botter). —CHAPTER 13 Diesel Engine Cooling Systems 387 ‘Vacuum Valve Operation Overtiow Tube —>| Coolant fows from recovery tank Vacuum Vaio Pressure Valve Operation Overtiow Tube + Coolant flows to ‘eoovery tank Pressure Spring Proseure Gasket (Operation ofthe pressure reli funtion and vacuum valve operation ofa radator ap. Finally, pressurizing the cooling system minimizes cavitation of the entire cooling system because vapor bubbles caused by low pressure in the cooling system are less likely to form, Newer open the radiator cap of a hot engine, as the coolant will be depressuized and boil ever The sudden conversion of hot water into steam pressure in the engine wil cause water to explosively erupt from the radiator with projecile force. ‘Anyone near the radiator can be scalded, Surge Tanks Additional expansion volume for the cooling system isnecessary. to allow for the expansion of coolant. Surge or overflow tanks, provide the space for coolant and vapor to move into when the engine coolant is hot. When the engine cools, the stored over- flow volume returns to the radiator. Sometimes, large radiator top tanks will accomplish the same purpose as a separate res- cervoir. Overflow tanks use aline connected to the radiator just, below the pressure cap, allowing the movement of coolant back, and forth during the cooling systems thermal cycles. Surge and overflow tanks provide a coolant reserve for gradual loss of coolant, One study found that new trucks in ther first year of service lst almost one gallon of coolant about a drop of coolant per mile. Most ofthe leakage was determined to come from radia- tor hose clamps. Constant torque spring clamps are the best clamps to use to minimize coolant loss, because they change dimension- ally with the expansion and contraction of hoses and connections Vent Lines Vent lines located atthe highest points on the engine and radia- tor bleed any steam and air out of the engine and into the surge tank Ifthese gases are allowed to remain in the engine, they will accumulate in the cylinder head, causing overheating and an air bind within the water pump, Water Pumps ‘To ensure positive circulation of coolant, an engine-driven ‘water pump moves coolant through the cooling system. Pumps, can be belt- or gear-driven Although a. gear- driven pump does not rely on a belt, which minimizes service ‘A geardriven water pump —_388 SECTION Ill ENGINE CONSTRUCTION AND OPERATION, requirements and is more reliable than a belt for long distances, failure of the weep hole to drain leaking coolant away from the pump can allow coolant to enter the engine, All water pumps are centrifugal turbine pumps, which means they become more efficient the faster they turn, ‘he inlet to the water pump is the lower radiator hose or some point located near the lower radiator hose, Water drawn into the pump is discharged into the engine. Under fast acceleration, internal engine block pressures between the pump and thermostat can reach as high as 40 psi (276 kPa). To reduce energy losses from driving water pumps, ‘manufacturers are introducing electrically controlled variable speed water pumps to help meet GHG targets. A clutch that controls the speed of the water pump is signaled by the electronic control module (ECM) using a pulse-width, modulated (PWM) electrical signal, A speed sensor on the Intermediate Diso Bott Pulley \ AnchorValve Lever Secondary Dise (GEER + electronically controled variable spec water pump reduces engine drag when coolant flow ie mii Fan Gluch Tis 2015 Paccar MX engine uses an electrically controled variable speed water pump. Note he speed sensor and anather connector supplying a PWM signal, which regulates water pump speed to minimize paras loads on the engine. ninged—<, Base Body pump provides data for closed loop feedback control of the ‘water pump speed “The impeller, which transfers the pump’s energy to the coolant, is located in the coolant and may be made of plastic or ‘metal QEUEERERTD. Impellers can wear ifa significant amount, of abrasive circulates through the cooling system. Impellers can also become separated from the shaft and cause poor coolant, flow. This problem is usually identified when the engine over: heats but the lower radiator hose, which is normally hot to the touch, is instead cold or lukewarm because radiator coolant is not being pulled by the pump into the engi A special seal separates coolant from the bearings support ing the water pump shaft GEEIEEEED. If coolant reaches the ings, a major failure ofthe water pump will occur. To prevent rom happening, manufacturers add a weep hole between the —_ Pump Housing Boating and Shaft, ‘Speed Sensor Impelor Etectical Col land Connector—_— O-Ring Gasket Impeller ‘Shatt Bearing {Two Bal Bearings) ‘earng Soa * Weep Hole he water pur sea prevents coolant from comactng he pump shaft bearings. — seal and the bearing (IETITSIEEW. Ifthe seal is worn and dam- aged, the weep hole allows coolant to leak from the cavity inside the water pump to prevent bearing damage. Some coolant Ieak- age from a weep hole is normal, and some water pumps hold any small leakage of coolant in a small reservoir, where it evaporates ‘Adding cold water to hot engine operating with low coolant will thermally shock the engine and damage ceramic or sintered ‘metal water pump seals. This can create cracks in all ofthe engine castings. Ifan engine cannot be left to cool down before adding water, it should be added only when the engine is running. TECHNICIAN TIP, A coolant leak from the weep hole of a water purp indicates ‘thatthe water pura seal is leaking The weep hole is necessary $0 coolant cannot reach the water pump shafts support bearing, If coolant should reach the bearing a catastrophic bearing falure can occur. On gearcriven pumps, the weep hole prevents coolant from entering the engine ané mixing with lubrication ol ‘When inspecting an engine for leaks,or when pressure testing a cooling sytem, keep in mind a svall amaunt of coolant leakage from a pump is acceptable because the seal cannot form a perfect igucight barr The weep hole ofa water pump on Mack E7. CHAPTER 13 Diesel Engine Cooling Systems 389 Bisen Nel nile Slcate, phosphates, and borates wsed as corrosion inhibitors are dissobved soi In time they c-ystalize and fll outor prectate (ut, of the glycol and water solution These erysals can enter the area between the water pump shaft and seal acing as an abrasive and causng premature swear of the seni The rent 63 coolant leak fom the weep hole of the water pump. Water Filters Water filters on diesel engines, if equipped, perform two primary purposes, First, they can remove sediment rust and dissolved particles that can cause abrasive damage to the cool- ing system, This will contribute to longer water pump life and minimize cooling system deposits. The water filters second important function is to supply DCAs to the coolant. Filters, contain pucks of DCA additive, which is dissolved within min- utes of coolant circulating through the filter. The quantity of additive required for the maintenance of the cooling system is, adjusted by selecting the appropriate filter. For example, some filters are prepared with no DCA, while others may have two, four: or eighteen units of DCA. So when servicing the vehicle, the technician must select the appropriate filter for the cooling, system capacity and the DCA requirement, This information is, located in the vehicle service manual. Diesel engines without water fiers usually use SCA in long-life coolant that does not require additives when it is fully, formulated. SCA isa liquid used to condition the cooling system if required. With the increased use of ELC, which only requires, extender halfway through the coolant’ service life, generally no coolant filters are installed to prevent contamination ofthe cool- ant with powdered DCA. Thermostats “Thermostats regulate the temperature of the engine coolant by sodulating or controlling the volume of coolant circulated to the radiator. When the engine is below its normal operating temperature, the thermostat prevents coolant flow to the radiator. At a predetermined point, ic, 180°F (82°C), the thermostat will begin to open, and it will continue to open further ifthe coolant temperature continues to increase ‘A variety of thermostats are commonly used in diesel engines. Blocking or partial blocking thermostats stop the flow of coolant to the top radiator hose, causing coolant to be redirected through a bypass passageway and back to the water ‘pump inlet for recirculation into the engine GESIIEED and ‘A damaged or missing seal located around the circumference of these types of thermostats will cause over- cooling or the failure of the engine to warm up because cold coolant will have a flow path around the seal to the upper radiator hose GEUSHEED. In engines not equipped with vent lines, a small jiggle or venting valve is located in a chocking thermostat to allow air and steam to escape past the thermo- stat and into the radiator GEARED.