Heating AC and Engine Cooling

It,s circulated there from the hot engine block and cylinder head by the pipes, hoses and the engines water pump. It could be up to 230 deg F

stuck thermastat

Also radiator fins being bent over from presure washing and or impacts (ie: Birds, rocks, road hazards, dirt) and clogging condensor and then radiator.

Convection

Assuming the HVAC has duel controls for driver and passenger comfort, one of the temp blend door actuators has malfunctioned.

The correct way is to determine the coefficient of heat transmission for each of the areas of the room. Multiply this factor by the square footage and then multiply by the temperature difference at design temp. Then add all the values together. There are factors for each type of wall, floor, ceiling, type of window, etc. The coefficient of heat transmission, also called the "U value", is the inverse of the "R value". Example: A 20'X20' room with an 8' ceiling would work like this- 20X20= 400 sq. ft (floor and ceiling) total 800 sq.' 20X8=160X4 (walls)=640 sq.' R-19 insulation all around. 1/19= .053 U factor You want to maintain 70 degrees inside when it hits -10 outside (80 deg difference) Total area 640+800= 1440 sq. ft. 1440X.053X80=6105.6 BTU'S/ HOUR. Single pane windows are the worst for heat transmission. Low E are the best. U factors will vary slightly based on drywall, siding, etc. Air infiltration (leakage) also can really change the numbers too. Window manufacturers publish the U or R values for the windows and are easily obtained. Hope this helps. lc

The human body can deliver lots of work. Consider, for instance, the athlete running a marathon, or the cyclist racing in the Tour de France. We also know that human body temperature is normally 37°C and that usually the environment is cooler, say 20°C. From this we could suggest that there is some resemblance between a heat engine, in which the body is the heat source, and the cooler environment could act as a heat sink. So let's make a few simple calculations to see how closely the body resembles a heat engine. From earlier blogs (see for instance May 6), we know that the efficiency of a heat engine is determined by the temperatures of the heat source (the body temperature, Tbody = 310K) and the heat sink (the environmental temperature, Tsink = 293K): Efficiency = (Tbody -Tsink )/Tbody = (310-293)/310 = 5.5% Thus, based on this temperature difference, the body would be able to achieve only 5.5% efficiency. Fortunately, scientific studies already have estimated the human body's efficiency [Whitt et al.] in other ways. One study reasons that for an average man to produce 75 Watts of power, he will need to breathe about one liter of oxygen per minute. That liter of O2 is combusted in body cells to form carbon dioxide (CO2). It has also been determined that one liter of oxygen generates in this way about 300 Watts of power. Thus, we can conclude that the efficiency of the human "engine" is 75/300 = 25%. What causes the difference between the 5.5% efficiency as calculated above, and the 25% from the combustion determination? The explanation is that the human body cannot be considered a heat engine. The work is not generated in the same way as a steam engine, which directly transforms heat into work and lower-temperature waste heat. Instead, the human body is more like a fuel cell, where chemical energy is transformed into work [Whitt et al]. For this kind of transformation, one obviously cannot use the efficiency formula of a heat engine. Copyright © 2007 William Andrew Publishing, NY

A common fan delay relay works by a small thermal coil contained within it. Upon application of the low-voltage control signal, usually 24 v, the coil begins to heat up and after a pre-determined amount of time, will cause the primary contacts to close. This allows the furnace to fire up and warm the heat exchanger prior to the circulation fan coming on. At the end of the heating cycle, the control voltage is removed and again, after a period of time, the thermal coil will cool down, opening the primary contacts and shutting off the circulation fan. This ensures an adequate flow of air over the heat exchanger after the burner is extinguished, purging the system of any remaining heated air. Even though it may contain a thermal circuit, it essentially is still a mechanical relay and thus subject contact stick, mechanical damage, etc. Many of them have been replaced with a solid-state relay and control/ delay circuitry.

Air cooled & Liquid cooled

The oil can cause the fan clutch to slip against the fan clutch plate. The slipping will wear out the fan clutch plate.

no and you suck

The basic rule of thermodynamics is that heat goes from where it's hot to where it's not. The coolant in a vehicle takes (draws or sinks) heat from the engine, and this heats the coolant. The hot coolant carries off the heat, and then flows through the radiator. Air passing the elements of the radiator, because it is cooler, takes (again, draws or sinks) heat from the radiator's fins, which transfer the heat of the coolant out. The hot coolant loses heat energy as it flows through the radiator, and heat from that coolant is passing through the metal radiator elements into the air flowing past. The radiator sets up a relatively large surface area to that passing air so that "a lot" of heat transfer can take place. There is what is called a thermal gradient across the elements in the radiator. Hot coolant inside and relatively cool air outside those elements set the ends of the gradient. Heat goes from where it is hot, the coolant, to where is it not, the air. If you guessed that there must also be a thermal gradient across the metal of the engine between the combustion chambers and the coolant chanels in the block and head, you'd be right. That thermal gradient drives heat out of the cylinder walls and head into the coolant in the coolant channels. It's just that simple. Remember that any time a temperature differetial exists, a thermal gradient exists. A thermal gradient is the "force" of heat transfer in the science of thermodynamics. Easy as pie.

your heater most likely does shut off. this is called the burner orheat exchanger. the fan will continue to run until the exchanger cools down. check you thermostat setting to see if itis on-auto ,-or continous.

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Either the thermostat is stuck shut of the water pump is bad. Make sure that the coolant is full as well, then check the thermostat and pump to see why the coolant isn't flowing.

The Latissimus Dorsi is located around the sides of your back.It is a muscle in your body.

Surfactants include liquid soap, ink, shampoo, and conditioner. Other types are insecticides, hand sanitizers, and components of paint and toothpaste.

No, all engines cool by radiation.

Loose belt -- replace or lubricate

ADD-ON If it is a metallic squeal that continues for a minute or so after the car starts it could be your water pump bearing. Get your mechanic to check it out and replace before you need a tow truck.

the main cool colors are blue, purple, green, and other colors that might remind you of the ocean or a cool night are the main cool colors as i learned in school!!

Hi Chase and brisk is so cool because of its cool taste

Codey McCloud invented coolness and he is so cool. If you hate codey mccloud you suck balls.

A lot of people assume that the problem is the heater core. The heater core is difficult to change on the Ford trucks. They have it buried in the plenum box and you have to remove the steering wheel, steering column, dash, evacuate the refrigerant system, drain the radiator, and remove the plenum box to get to the core. Replacing the core is easy, getting to it is a day's work. The Expedition is particularly difficult to get to. It is almost above the transmission tunnel and well buried behind the dash. The Expedition uses the same plenum box as the F150, so any information on that system applies to the Expedition/Navigator.

You need to be sure that the heater core is really the problem before tackling this job. If you have a pool of coolant on the floor, you'll have to go after the core. If the problem is lack of heat, there are some things you need to eliminate before tearing into the truck. You need to make sure that coolant is flowing through the core. Check the temperature of the heater hoses going into the firewall when the engine is cool and see if they warm up together as the engine warms up. If both hoses get hot at about the same rate, this is a good indication that coolant is flowing through the core. You can also remove the hoses and flush the core with a water hose splice from Home Depot and a water hose. Water should flow unobstructed through the core.

If it appears that coolant is flowing and you don't have obvious leaks, the next step is to check the blend door. This door controls the air flow through the heater core and failure is common on Ford trucks. When the door breaks, it can block the flow of air through the core and kill heat and will also have an impact on AC. If the system seems to work intermittently, it's a good indication that the door is broken and rattling around randomly blocking or opening the passage to the core.

For diagnostic information on how to check the operation of the blend door and a cheap easy fix, check the heatertreater listing on Ebay or the web site at heatertreater.net. The dealer fix for the blend door is basically the same procedure for replacing the heater core, so it will be expensive. The HeaterTreater alternative will solve the problem at a fraction of the cost and work and is well within the capability of the average shade tree mechanic.

AE 1971/72 1600cc - dual relief, dual port