Heating AC and Engine Cooling

It depends on what is popular in your school or wherever, copy off someone you think is cool and others too think that person is cool. If he/she needs improvements. be that person with the improvements! but do not copy them too much, or you will just get less popular...

If you just want a date with someone do something that he/she likes!

i hang out wit girls i got a girlfriend i had 4 girlfriends(all popular and hot) i have cool popular friends i am not a bully and i have girls follow me! that's how im cool! o ya and i like getin messages so send me some!plzz lol

(Douche)

it is the part in an ac systems that restrics the flow of freon, making it get cold. always just before the evaporator

Its more of a nozzle that converts the freon into gas. When freon is in its gas state it gets very cold. In a liquid form, it can get very hot. The temperature varies in different gases. (i.e. R22, R134.etc)

a cold front is a boundry of advancing mass of colled air a warm front is the oppposite its a mass of warm air

no but your defrost wont work well

There are basicaly two types of cooling systems

1) Air Cooled

2) Fluid Cooled(Also known as water cooled)

Air cooled systems are genarally used in small engines where there is no space for installing a saperate cooling system,like that in bikes. This system is simple and uses fins to to cool the engine.

Fluid cooled systems are generally used in big engines like that in care and trucks, where there is impossible to dessipate large amount of heat through mere fins. Fluid used is generaly water mixed with some anti freeze agent(a type of chemical which prevents water to make oxides)

This person would be a "passenger comfort specialist".

It is important that you do not use the boiler and turn the gas off. You must then ask a professionally qualified gas plumber or engineer to come and test and overhaul your boiler. If you do not do this your boiler could let Carbon Monoxide gas into your house and this will kill you. Don't mess with Gas!!!

Suction pressure

they like to be hot and hariry they love seeing the pups on others :)

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

Windows fog because the glass is cold and the humidity is high inside the car. It has nothing to do with the age of the car. Try turning the fan up to circulate the air better, and if that doesn't work, turn the AC on -- but turn the heat up so it doesn't get cold. That will do it for sure.

Blowing cool air while idling & the water pump is not moving very fast is a key indicator of low engine coolant levels.

Add some anti-freeze/water and likely you'll have warm air all the time.

A good clue would be water in the oil.

That said, just because you do not have water in the oil, doesn't mean the block is not cracked.

Have a good mechanic check the car.

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

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

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

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.