 | Home > Puma (Tdci) > Coolant temperature |
 
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| o4dn Member Since: 08 Jan 2010 Location: South West Posts: 539   
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I would be curious to hear about the water and cylinder head temperature you all read on yours...
On my MY2009 2.4 Puma, using the standard cWT gauge on the Scanguage and the xcode I detailed here for CHT reading: http://www.defender2.net/forum/post151519.html#151519 I often witness cWT reaching 95° Celsius and CHT around 102° - 105° Celsius on dual carriageways (highest I've seen was 108°C last summer on a very hot day with a trailer) Given that I'm not entirely sure of my CHT conversion formula and seeing no ill effect whatsoever (car is running like a charm, pulling hard and never experienced any power loss or anything), do these values sound (too) high or is it just fine? |
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13th Apr 2014 2:25pm |
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| Eduardo Member Since: 28 Aug 2008 Location: Región Metropolitana Posts: 2110  
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Well
Come back from the Indy and nothing strange were found in the sensors, no DTC or something outside the parameters during operation 
Only the high pressure pump show for a fraction of second a value lower than expected but nothing strange. He take out some dirt in the radiator area that can be block the airflow but he his not convinced that is the cause of the failure. According to him can be the viscous fan coupling that are not working properly (according to him have some play and appears to be a little bit lazy to blow. Also he suggest me to change the thermostat that can be also part of the problem. Does any sense? Cheers to all Eduardo MY 2007 110 SW PUMA 2.4: Big Fog of 64' MY 1994 Jayco 1207 Folding camper: "El Tremendo"  Click image to enlarge |
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14th Apr 2014 2:28am |
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| Eduardo Member Since: 28 Aug 2008 Location: Región Metropolitana Posts: 2110
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Bump.... Eduardo
MY 2007 110 SW PUMA 2.4: Big Fog of 64' MY 1994 Jayco 1207 Folding camper: "El Tremendo" Click image to enlarge |
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15th Apr 2014 10:04pm |
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| dgardel Member Since: 30 Nov 2008 Location: Veneto (Heart & Head) Posts: 3586 
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double post Discovery 5 td6 HSE Stornoway Gray Outback Engineering Limited Edition
IID Pro MV License Last edited by dgardel on 16th Apr 2014 7:07am. Edited 1 time in total |
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16th Apr 2014 7:03am |
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| dgardel Member Since: 30 Nov 2008 Location: Veneto (Heart & Head) Posts: 3586
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double post Discovery 5 td6 HSE Stornoway Gray Outback Engineering Limited Edition
IID Pro MV License Last edited by dgardel on 16th Apr 2014 7:07am. Edited 1 time in total |
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16th Apr 2014 7:04am |
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| dgardel Member Since: 30 Nov 2008 Location: Veneto (Heart & Head) Posts: 3586
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Some dirt in the radiator area that can be block the airflow and viscous fan coupling that are not working properly............
both can be the cause Discovery 5 td6 HSE Stornoway Gray Outback Engineering Limited Edition
IID Pro MV License |
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16th Apr 2014 7:06am |
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| blackwolf Member Since: 03 Nov 2009 Location: South West England Posts: 17388  
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Mine suffered from erratic running and power loss but with no DTCs which was cured by a new Volume Control Valve on the fuel pump.
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16th Apr 2014 7:55am |
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| Mongolia Member Since: 23 Jun 2013 Location: Toulouse Posts: 45
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and mine was suffering of erratic running and power loss with orer heating, specially on long ramps.
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16th Apr 2014 11:39am |
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| bell-auto-services Member Since: 08 Jul 2007 Location: North Yorkshire Posts: 2232 
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The viscous fan as said above can become lazy when stood in traffic or at slow city speeds sometimes due to age. If the inlet temps lower fairly quickly when you start driving faster again I'd suspect the fan is the cause and not moving enough air when you are stood still.
I've seen some people put a second fan on the back face of the radiator that is switched on with a temp sensor located in the inlet pipe when the temps rise. Even though the fan is on the radiator side closest to the engine when it draws air in it draws it past the intercooler cooling the air more than if it was not switched on at all. Also some aftermarket intercoolers and some cast end tank coolers can quickly get to a heat soak stage with high ambient temps especially when air passing over them is low and this also can cause high inlet temps when the car is stood ideling for long periods or in slow moving traffic. Allisport and my self have recently designed a new intercooler with a new core design and this was also thought about as part of the new design. We are now using new "LIFT" louvred internal fin technologie in the core tubes which is very new to the intercooler scene. It's proved to be more efficient in cooling as well as increasing the charge speed through the cooler core resulting in a more perky throttle response. Pete. |
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16th Apr 2014 1:57pm |
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| Eduardo Member Since: 28 Aug 2008 Location: Región Metropolitana Posts: 2110
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Thanks guys!
As usual very heplful  Eduardo
MY 2007 110 SW PUMA 2.4: Big Fog of 64' MY 1994 Jayco 1207 Folding camper: "El Tremendo" Click image to enlarge |
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16th Apr 2014 3:31pm |
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| o4dn Member Since: 08 Jan 2010 Location: South West Posts: 539
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I still wonder what the safe range is for both coolant and cylinder head temperatures, i.e. when does hot become too hot...
Does anyone know? |
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16th Apr 2014 4:21pm |
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| Eduardo Member Since: 28 Aug 2008 Location: Región Metropolitana Posts: 2110
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Finally I bougth a new viscous coupling fan and a new thermostat.
We will see what happens. Cheers and thatns again Eduardo MY 2007 110 SW PUMA 2.4: Big Fog of 64' MY 1994 Jayco 1207 Folding camper: "El Tremendo" Click image to enlarge |
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25th Apr 2014 10:02am |
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