I think you are getting tied up on nomenclature.
Clearly the flow bypasses the thermostat valve since it returns on the engine side of the 'stat, it has a side effect of heating the thermostat bulb which in turn, when heated sufficiently will open the valve. It is therefore a bypass.
Dave
Elise_s1
I have spent many many hours discussing this with Bill Hutchins and the staff at powertrain. The bulb is deliberately directly in the path of this balance path - in order to open the stat. It doesn’t work very well but that was is specific design purpose.
this is exactly my point.
the “balance path” has to bypass the thermostat valve to give access to the thermostat bulb. hence “bypass path”.
imagine a door with a handle only on one side: if you are coming from the side with no handle and the door is closed, you need to BYPASS the door using a BYPASS path to access the handle on the other side of the door.
hope is clear now…
Indeed…
There is nothing radical about that type of bypass, it is common on many engines and has been for a considerable number of years.
Dave
you’re mixing up two different parts of the same device…
as with the door and the handle, inside the thermostat housing there is a wax bulb (the handle) and a valve (the door). the small path BYPASSES the valve and reach the bulb. without this BYPASS no coolant (neither cold nor hot) will flow and hit the bulb, as it is placed after the closed valve.
once the bypass path has supplied enough hot coolant, the wax will open the stat valve and both flows (hot from bypass and cold from rad) will mix after the valve, where the wax bulb is.
Tsk tsk…
“As for dva - you are making it up as you go along - again…just bullshit.”
Try not to let yourself get too upset… I know you hate it when your inexperience shows or you are contradicted.
The trouble is Simon, that your experience is limited, many engines use the same coolant bypass arrangement, you are just too pig-headed to concede it.
I dont need to make anything up, the facts speak for themselves, show me where my statment is incorrect…
Dave
I cant help but laugh Simon, to see you pour your vitriol…
And all for the sake of the K series…
You have never really got over making such a twit of yourself on your last soujourn onto Exiges have you…
There are a very large number of people out there who would disagree wholeheartedly with what you have to say. And it wasnt so long ago that you were kissing my (and other peoples) *rses for advice… until I discovered your true nature.
Still this is getting off the point about the use of the term bypass… which seems to have got you in a bit of a tizz, you call it what you will, we’ll agree to call it a bypass.
BTW my neighbours 1985 Fiesta has the bypass / heater circuit operating on the bulb of the thermostat. I should add that the baby crossflow cooling system is also ‘quite’ unique. I thought unique was an absolute term and couldn’t be qualified… it’s either unique or it isn’t…
Dave
And on that note, can we all pack up our stumps, & pi$$ off home to watch the football (or whatever else tickles yer fancy) - PLEASE
And on that note, can we all pack up our stumps, & pi$$ off home to watch the football (or whatever else tickles yer fancy) - PLEASE
PS Sorry Pesky, there is no footy…only the usual English $hite
Tim.
& Too many times England bypassed the goalmouth, reaching the net from the rear. If only they’d took King K’s advise & headed straight for the the target within the periphery of the original designers intended area That way the first 80 odd minutes of diatribe could have been avoided by the commentators
Tim.
I hear they don’t call the cylinder head shim a shim either… sixth layer is the parlance they prefer… or some such horseshine.
Now I do know a man who has gone through at least 3 cylinder heads…his initials are SE (hint you know him very well). I have got close on a recent Vulcan head (BTW it wasn’t brand new either), but not through… sorry to disappoint you… 
), it was badly machined at the valve spring seats. Considering the number of heads I have modified I dont think that is too bad.
We chose to use an MS2 casting on that engine because the port shape can be made a lot nearer ideal, I hear it made stonking power for an 1800… near 250 I believe.
Dave
Has anyone else been invited to the reception for Dave A’s and KingK’s wedding.
In every subject people disagree and I am not sure its all that healthy to be venting all this on here. I come onto exiges.com to get away from the hassle and aggro of modern life …
My pathetic attempt at humour hasn’t helped thus far either
Tim.
Oh well, it was worth a go … the problem is that two intelligent people can make these arguments go on forever … with no resolution.
Great thread, well apart from the flirting
Getting back to the debate, and this maybe a silly question, so, pardon me if it is! Is it possible to get the cooling fans to cut in at an earlier temp with a standard 190 ecu and 82 stat? I don’t know, maybe by manipulating the sensor?!
I’m happy to extend an olive branch, always have been, but if I’m provoked especially denigrated then I will defend myself.
I will try not to post further in this thread in response to baiting.
Dave
I’m sure that with the right electronics you could fool the ECU into tripping the fan earlier, however if the coolant temperature signal is common for both the fan limit and the general engine temperature it may well have side effects that you dont want since it may fool the ECU into thinking the tmperature is higher than it really is… That might not be a good thing…
Dave
Simon,
You went through the original head you sent to me for correction, you went through a VVC head you roughed out for me (you took it to a place at Silverstone for ‘repair’). you went through another VVC head you roughed out for me in the exhaust port (it collapsed under slight pressure from a spira band, we had fallen out by this time) I scrapped that one. You also undercut the gasket line on a VVC head chamber and a couple of K16 heads.
So that makes 4.
Even my wife Babs knows about these…
Shoot, foot, to, oneself, in
Dave