Re: Oil Cooler: Type 3 Engine

["Jim Adney" <jadney@vwtype3.org>]

Berg also points out that calibrating your temp gauge to the boiling 
point of water is a very useful and easy thing to do. 212F is just on 
the high side of the oil temps you should see.

Jim

On 30 Jun 99, at 14:52, Stan Schaefer wrote:

> >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 is a good
> >running temp.  At what temp should i pull over and let it cool?
> >Thanks
> >
> >Dan Hoopes
> >dan@ewe缠R>'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?
> >>
> >> Two thjB#> >>
> >> 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
> >>
> >>
> >>
> 


-
*******************************
Jim Adney, jadney@vwtype3.org
Madison, Wisconsin, USA
*******************************