Electric Water Pump
Discussion
I have a Davies Craig ewp (for my speed six) while retaining the mechanical pump. Would have been better to get a high flow ewp and dispense with the original, but it is very difficult to remove. Pros so far, definitely lower temps at idle, continues to work after switchoff, thus preventing heatsoak temp buildup, and there is an accurate digital readout. Cons: not cheap, some replumbing needed, and the digital readout does not read beyond 100 degrees. And quite a few on this forum say it is unnecessary if the cooling system is working correctly. I like the extra reassurance in heavy traffic, but sure enough I have ended up sending my rad for a recore, as there was still some heat buildup at low speeds.
Hi
The head bolts on my car were ever so slightly weeping when I bought it. Which is common.
Mulling over it, and reading about head gasket weaknesses on here and while chatting to specialist's, I sort of concluded that under normal operating conditions head gaskets shouldn't be a consumable engine component.
i.e. Head gaskets shouldn't wear out over time on a healthy engine.
However, it seems that despite meticilious care it is accepted that the head gaskets on v8 ajp's eventually fail.
Once warmed up, the water temperature on my car, before I made any modifications (which I use an app to measure) would constantly swing between 78-98 degrees. All day every day.
That's a 20 degree swing.
The block, gaskets and heads react to heat at different rates. I discussed this with a few people and figured that the head gaskets disintegrate over time because the swing in temperature is to wide.
The maximum or minimum temperature the engine runs at (leaving fuel efficiency and power to one side) aren't that important. It is the swing in temperature that causes head gaskets to degrade.
So, instead of paying to have the engine out to replace the head gaskets (plus the inevitable 'while you're at it' bits and bobs) I decided to try and rein-in this swing in temperature first.
I spent quite a while working on this. Emailing ewp manufacturers, reading interesting posts by max_power and chatting with Mr. Lane.
We eventually settled on a solution.
The pump I have is a Pierburg CWA200 and the Controller is from a guy in Germany.
I got him to mod the firmware on the microcontroller to make the target temperature range narrower and more granular.
http://www.tecomotive.com/en/tinycwa-en
It's never missed a beat and the delayed shutdown is great.
This thread helped me choose the pump: http://www.pistonheads.com/gassing/topic.asp?t=115...
Page 14 of this has all the pump details:
http://s1.teamlearn.de/QuickPlace/b-9716-kfz-hesse...
Once we successfully reined-in coolant temp with the new EWP, a year later, we used it to control oil temp by adding a speed six oil cooler and an oil stat.
The swing in temperature of my car is somewhere between 78 and 88 degrees.
Which is a 10 degree swing.
Since then I've had the engine out and head gaskets replaced and I hope they will last a very long time.
I never added an ewp to stop overheating issues.
HTH
Aide
The head bolts on my car were ever so slightly weeping when I bought it. Which is common.
Mulling over it, and reading about head gasket weaknesses on here and while chatting to specialist's, I sort of concluded that under normal operating conditions head gaskets shouldn't be a consumable engine component.
i.e. Head gaskets shouldn't wear out over time on a healthy engine.
However, it seems that despite meticilious care it is accepted that the head gaskets on v8 ajp's eventually fail.
Once warmed up, the water temperature on my car, before I made any modifications (which I use an app to measure) would constantly swing between 78-98 degrees. All day every day.
That's a 20 degree swing.
The block, gaskets and heads react to heat at different rates. I discussed this with a few people and figured that the head gaskets disintegrate over time because the swing in temperature is to wide.
The maximum or minimum temperature the engine runs at (leaving fuel efficiency and power to one side) aren't that important. It is the swing in temperature that causes head gaskets to degrade.
So, instead of paying to have the engine out to replace the head gaskets (plus the inevitable 'while you're at it' bits and bobs) I decided to try and rein-in this swing in temperature first.
I spent quite a while working on this. Emailing ewp manufacturers, reading interesting posts by max_power and chatting with Mr. Lane.
We eventually settled on a solution.
The pump I have is a Pierburg CWA200 and the Controller is from a guy in Germany.
I got him to mod the firmware on the microcontroller to make the target temperature range narrower and more granular.
http://www.tecomotive.com/en/tinycwa-en
It's never missed a beat and the delayed shutdown is great.
This thread helped me choose the pump: http://www.pistonheads.com/gassing/topic.asp?t=115...
Page 14 of this has all the pump details:
http://s1.teamlearn.de/QuickPlace/b-9716-kfz-hesse...
Once we successfully reined-in coolant temp with the new EWP, a year later, we used it to control oil temp by adding a speed six oil cooler and an oil stat.
The swing in temperature of my car is somewhere between 78 and 88 degrees.
Which is a 10 degree swing.
Since then I've had the engine out and head gaskets replaced and I hope they will last a very long time.
I never added an ewp to stop overheating issues.
HTH
Aide
Hi
Thanks Aide for the information, very informative. I didn't realise that the temps moved up and down by such a large margin. I am ready for refitting the body in the next few months and was interested in any mods, refinements, upgrades whilst the car was in pieces. I would be very interested to see your setup one day and pick your brains alittle bit more!
Thanks Aide for the information, very informative. I didn't realise that the temps moved up and down by such a large margin. I am ready for refitting the body in the next few months and was interested in any mods, refinements, upgrades whilst the car was in pieces. I would be very interested to see your setup one day and pick your brains alittle bit more!
We work at moment on some project with electric water pumps with a output of 150ltr/min = 9000ltr./h. To stabilzied the coolant temperature
on all engine speed range by +85 to 95°C was the target. Later we start to change the cooling-concept of the engine manufacturers.
Mostly the flow of the coolant is serial and start on the front of the engine with the waterpump and flow inside of the engines from first to
the last cylinder. On this way altimes the basis - temperature of the coolant rise to the next cylinder and so it continues to the last cylinder
which rich not more cold/refreshing coolant instead one strongly heated liquid.
In result engines with this longitudinal-cooling-conception have problems with the last cylinders and overheat mostly on the last cylinders.
Also one problem with the mechanical-waterpumps is that they are drived/controlled by engine-speed and this is engine-speed paired with the driving
modus of the transmission is often not optimal for one perfect stable temperature profile of 85-95°C for engine & coolant.
Often the enginge-speed is to high and the airstream to much so that coolant - temperature drop down to +70°C or less. In this case the engine -
management - system will lift/richened the mixture of gases.
Our target is to stabilize the coolant - temperature - profile independently of the engine speed and equal cold coolant on all cylinders.
If you design a new engine it is easier to realize this claims. The application conditions & specifications are to differently to rich
for all the perfect result. But often it is helpful to be better as before.
Rover V8 ..... Jaguar V12 ..... TVR Speed Six ...... and as netxt follow also the TVR AJP8 by us for the coolant - cross - flow - conception .
longitudinal flow
cross flow
Rover V8
cross flow system Rover V8
cross flow system TVR Speed Six
cross flow concept Jaguar V12
Regards
Gregor
on all engine speed range by +85 to 95°C was the target. Later we start to change the cooling-concept of the engine manufacturers.
Mostly the flow of the coolant is serial and start on the front of the engine with the waterpump and flow inside of the engines from first to
the last cylinder. On this way altimes the basis - temperature of the coolant rise to the next cylinder and so it continues to the last cylinder
which rich not more cold/refreshing coolant instead one strongly heated liquid.
In result engines with this longitudinal-cooling-conception have problems with the last cylinders and overheat mostly on the last cylinders.
Also one problem with the mechanical-waterpumps is that they are drived/controlled by engine-speed and this is engine-speed paired with the driving
modus of the transmission is often not optimal for one perfect stable temperature profile of 85-95°C for engine & coolant.
Often the enginge-speed is to high and the airstream to much so that coolant - temperature drop down to +70°C or less. In this case the engine -
management - system will lift/richened the mixture of gases.
Our target is to stabilize the coolant - temperature - profile independently of the engine speed and equal cold coolant on all cylinders.
If you design a new engine it is easier to realize this claims. The application conditions & specifications are to differently to rich
for all the perfect result. But often it is helpful to be better as before.
Rover V8 ..... Jaguar V12 ..... TVR Speed Six ...... and as netxt follow also the TVR AJP8 by us for the coolant - cross - flow - conception .
longitudinal flow
cross flow
Rover V8
cross flow system Rover V8
cross flow system TVR Speed Six
cross flow concept Jaguar V12
Regards
Gregor
Edited by vaurien on Sunday 21st August 19:49
Edited by vaurien on Sunday 21st August 19:50
Edited by vaurien on Sunday 21st August 19:51
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