Hi All,

I want to increase the efficiency of the cooling system and reduce the amount of water vapor from the expansion tank.

Back round info:  I have 12/2 Lister that is cooled with a heat exchanger using the typical thermal siphon setup.  There are 190 F thermostats for each cylinder head, with 3/16 bypass holes to let the air thru.  There is an expansion tank connected to the top of the heat exchanger  similar to every one Else's it seams.  When the thermostats open up, a rush of hot water expands into the tank then gets sucked back into the engine and heat exchanger when the water cools.  There is 1" hose from the engine to the heat exchanger with a rise of 1.5 feet.  The return line from the heat exchanger to the engine is just above level with the same type 1" radiator hose. The best I could do with the room I have and the size of the heat exchanger, system works well. 

Question:
What would be the problem if the expansion tank was connected to the cold engine side of the heat exchanger and have a valve at the engine hot side of the heat exchanger to let the air out?  The expansion tank would still need to be the same height to ensure the system is filled with water.

Has this ever been done before and what where the problems?

Why would you want to do this?  More of the hot water would get pushed through heat exchanger to be cooled by the secondary storage tank water and maybe capture more heat.  There would be less water vapor into the air and  still keep the pressure in the primary side of the cooling system low? 


Any all comments welcome, further explanations gladly given. 


Sara 

Hi

Never Posted before, just a reader

 I have a Field Marshall 12/2 listeriod that I can't get running.  The problem appears to be lack of fuel since the injector pumps are not "creaking" or buzzing as typical.  The engine did start with the fuel left from the "tear in" testing conducted in India at the factory.  I know what the injectors should sound like from this brief running of the engine.  During the disassembly and cleaning as per UtterPower CD,  I flushed the fuel lines of all fuel using compressed air and kerosene.  I left the injector pumps alone since I did not want to get into that until absolutely necessary. This includes injector pump cam shaft since the engine was clean for the most part. After reassembly, there is lots of compression, oil pump works great, better than when I received it. 

On to the specifics to the problem and questions

I am using the red diesel fuel so a difference can be seen between the india fuel and the new fuel.  The original factory fuel tank is full of fuel and in original factory location,  red fuel flows slowly out of the fuel filter bleeder screw,   also out of the banjo fittings that are attached the IP casing when loosened up.  Taking the injector fuel line off the top of the IP and removing the IP nut and spring, I lifted up the "valve piece" as per the priming procedure.  Old fuel , then air bubble and then red fuel flowed slowly from the IP.  Both IP's worked the same way.  Replacing the IP valve piece, spring and nut, then turning the fly wheels with the start handle, very small drop pushes up out of the top of the IP.  Both IP's operate the same.  Is this normal? I should have looked at this before the cleaning but who knew?  I would expect a squirt to shoot out of the top of the IP. There is a very small crack heard but not nearly as load as originally heard. 

Other factors that may be at work, I live in New York State and it is winter here currently.  I replaced the original fuel filter for the smaller rocky mountain power source filter from Eric since I will be using SVO and wanted faster change over between dino and SVO.

So what did I do wrong?  Any suggestions, comments,  questions or jokes would greatly be appreciated. 

Thank you in advance for a great forum and any help that you can provide.

Sara