engine temperature reductions

  • Josh Malks
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09 Oct 2003 05:16 #870 by Josh Malks
Josh Malks replied the topic:
Stan and Jim have correctly explained the coolant flow in a Cord, so there's no need to put my oar in.

Considering the conditions you describe, a flow test of your radiator would definitely be in order. If you have an 810 with the original Jamestown core those passages are very narrow and clog easily even in a well-maintained car. Don't trust visual evaluations.

And two more things, balin':

1. Boiling will not clean out a Cord core --- only rodding will. A Cord core CAN be rodded out. Takes a very thin (shim-type) rod and an experienced old pro. But having had this done several times over 50 years I assure you it can be done.

2. The story about water flowing "too fast" thru the core is an urban legend. (You even hear about people mutilating their water pump vanes to slow down the flow.) Ask any hydraulic engineer --- the faster the water goes through the core the more heat it exchanges. This is elementary thermodynamics, and your local radiator guy's opinion doesn't change it.

End of pontificating for today.

Josh B. Malks
810 2087A
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www.automaven.com

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11 Oct 2003 02:10 #879 by Brad Waken
Brad Waken replied the topic:
Make sure the heads are clear. The aluminum heads can become completely blocked in a short amount of time. I had to spend several hours with the heads off a car and a bent welding rod. The white gunk is residue from the electrolysis from the different metals in the engine. Josh is correct that it will not flush.
b

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  • balinwire
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18 Oct 2003 21:21 #916 by balinwire
balinwire replied the topic: update
Restarted engine and went thirty minutes until overheating. Let cool and pulled heads. Plenty of debris in all passages. Rodded out the cast engine block best as possible with rinsing and wet vacuum.

Only problem is that several head bolts hit steering column on loosening , there was not much clearance.

Heads in machine shop getting cleaned. I am grinding off the grade markings on head bolts. I will put it together and it should be good in the next few weeks.

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22 Oct 2003 22:35 #936 by balinwire
balinwire replied the topic: head passages
I am ready to reinstall heads and I noticed the outside right and left 1/4 in. passages on the engine block and gasket are oval.

The head has one small hole where it meets the oval passage. Should this be drilled out in a matching oval profile or is it small to allow the other passages get flow?

The block also has two passages that are not drilled between the center lower piston area. If relieved these restrictions could there possibly be more flow. Would it just mess up flow around pistons by opening these head passages.


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30 Oct 2003 01:50 #946 by cbs
cbs replied the topic:
:rolleyes:

Think we'd all be hoping you'll be the first to open the mystery passages and cause these engines to never overheat! Actual H20 temp. at top of Jamestown core is about 15-20 deg. cooler than indicated by dash guage. There's no way this car could run in a modern traffic jam, but car is best enjoyed by avoiding doing so.

Maybe someone out there with a scrap block can try it and let us know what opening it up could mean?

cs

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  • Auburn/Cord Parts
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31 Oct 2003 21:09 #947 by Auburn/Cord Parts
Auburn/Cord Parts replied the topic: RE: Head passages
The holes in the block that don't match the heads go back to the FA series rear wheel drive of 1933-34. Lycoming expiramented and tested this "F" series V8 for some time. They had enough money invested that when they finally put the FB into production, they used whatever they could from previous attempts. Incidentially, Lycoming never made any real profit on this engine, which was their last automotive engine built. They only built slightly over 3000 of the "F" series engines and this wasn't enough to pay them back. I think that Auburn charged out these Cord standard engines at $147.00 including 50% for overhead. My advise is don't mess with the holes.

Stan

Auburn/Cord Parts, Inc. P.O. Box 547 1400 N. "A" St. Wellington, KS 67152 (620) 326-7751 This email address is being protected from spambots. You need JavaScript enabled to view it.

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