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>From what Gene Berg wrote, you can't really depend on the consumer-grade aftermarket gauges being accurate, so any pressures and temperatures you see are really relative unless you calibrate the gauges yourself. On Mon, 28 Jun 1999 17:56:10 -0600, you wrote: >With all this talk about pressures, it makes me wonder what exactly the >pressure should be. I have a pressure sender screwed in to where the old >pressure sensor is on the oil cooler that goes to a VDO gauge. What is the >optimum pressure for: running at about 3500 rpm and for idle? >I also have an oild temp sender bolted into by sump plate. What -菚 d >running temp. At what temp should i pull over and let it cool? >Thanks > >Dan Hoopes >dan@ewed.net >'67 Square (Stanley) >'73 Thing (Nameless) >'64 Bug (Mutley X Baron) > >----- Original Message ----- >From: Jim Adney <jadney@vwtype3.org> >To: <type3@vwtype3.org> >Sent: Monday, June 28, 1999 4:19 PM >Subject: Re: Oil Cooler: Type 3 Engine > > >> On 28 Jun 99, at 10:02, Per Lindgren wrote: >> >> > Well, I cant be totally sure, but the catalogue from the shop said it >was 12 mm >> > oil galleys in the case, I am not sure if that applies to the oil cooler >holes. >> > I do not want to disassemble the case to find out ;-) >> >> I guess I never heard anyone describe a case by the dia of the galley >> holes, so, yes, they could be 12 mm, with 10mm oil cooler holes. >> Actually, IIRC, the 2 oil cooler hole bores are slightly different >> sizes so I'm not really sure what measures 10mm, This is just what >> "everyone" describes them as. I believe the holes in the actual >> cooler are 10mm. >> >> > The original cooler for the car is 311 117 012 B, on the T1 oil cooler >in the >> > car, the number is not visible. As far as I can remember, it was totally >> > identical, except for the pressure sender hole. >> >> Okay, that's right, you don't actually have the type 3 cooler. The >> type 1 cooler of this shape was only made in the 10mm version. >> >> > The initial problem I had that lead me to replace the cooler was low oil >> > pressure at idle, with a totally rebuilt engine. I had a new case, new >camshaft, >> > new oil pump, new relief valves and springs, and new bearings. Even a >new oil >> > strainer. All other parts were measured and within specs. I tried to >replace the >> > crank, new bearings (again), several pressure senders, pressure meter, >different >> > oil cooler, you name it, I tried it. The only thing I didn't try to >replace was >> > the oil pump (from Brazil), but as the car is undergoing a very slow >resto, it >> > has not been done yet. The oil is 20w-50 Castrol GTX. Any ideas, anyone? >> >> Tu\9 hts: >> >> 1) Did you realize that our pressures are always "low" compared to >> what most engines measure? In other words, did you only start to >> investigate this carefully AFTER the rebuild? >> >> Part of that is just due to where the pressure is measured: after the >> cooler for us, before the filter for them (I think). Part is due to >> the fact that we just do with less pressure. This is consistent with >> the fact that the only pressure the engine needs at this point is >> that necessary to get the oil to the bearings. The actual pressure >> necessary for lubrication is generated hydrodynamically within the >> bearing by the motion of the journal within the bearing--this >> pressure is NOT dependent on input pressure, although it IS increased >> by FLOW in and decreased by wide clearances that increase flow OUT. >> >> 2) In many cases, using higher viscosity oils to boost measured oil >> pressure just serves to reduce flow to the bearings and to maximize >> the amount of power that is used by the oil pump. Both of these >> things are counterproductive. >> >> I went through a long period of being fooled by both of the above >> problems. >> >> Jim >> - >> ******************************* >> Jim Adney, jadney@vwtype3.org >> Madison, Wisconsin, USA >> ******************************* >> >> ------------------------------------------------------------------- >> Unsubscribe? mailto:type3-request@vwtype3.org, Subject: unsubscribe >> >> >>