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Thermodynamics 1
Thermodynamics 2
Thermodynamics 3
Thermodynamics 4
Thermodynamics 5
Thermodynamics 6

Cooling 1

Cooling 2 - Fan Wheel
Cooling 3 - Radiator
Cooling 4 - Maintenance
Cooling 5 - Coolant
Cooling 6 - Repair
Cooling 7 - Fan
Cooling 8 - Vacuum Filling
Cooling 9 - Antifreeze
Cooling 10 - Electronically controlled
Cooling 11 - Thermal Management
Cooling 12 - Summary
Cooling 13 - Heat Pump
How to get engine warm?
Air Cooling
Air-stream Cooling
Air/Liquid Cooling
Blower Cooling
Axial Blower 1
Axial Blower 2
Radial Blower
Liquid Cooling
Cooling Module
Closed Cooling S.
Coolant Pump 1
Coolant Pump 2
Coolant Pump 3
Frost Plug
Hydrostatic Blower
Belt Drive
V-belt Drive
Fuel Vaporization
Electronic Cooling 1
Thermosiphon Cooling
Visc. Cooling Fan 1
Visc. Cooling Fan 2
Oil Cooling
Heat Exchanger
Charge Ait Cooler 1
Charge Ait Cooler 2
Fuel Cooling

Cooling 1
Cooling 2
Cooling 3
Cooling 4
Cooling 5
Cooling 6
Cooling 7
Cooling 8
Cooling 9
Cooling 10
Cooling 11
Cooling 12
Cooling 13

Cooling 8 - Radiator vacuum filling device

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The topping up of the cooling system is becoming more and more difficult. Whereas with oldtimers, there was a relatively simple cooling system with a coolant- and a heating circulation, indeed, the number of circulations in modern vehicles is ever increasing. Thus, as it was in the past, it was generally sufficient to top-up with coolant while the engine was running, nowadays, this will no longer guarantee a completely air-free cooling system.

In addition, something new has appeared in the field of eqiupment, this is the vacuum pump which is operated by over-pressure. In this case, the Venturi-effect comes into play (see picture) which has been that much refined, that with a compressed-air system producing 6 to 10 bar and a delivery rate of 125 liters/min., an absolute pressure of 0,8 bar can be generated. We can also, by the way, thank the new technology for the relatively strong suction-jets which can be used for almost anything in the workshop.

You can almost imagine what happens then. A compensation tank with the respective airtight cone is connected to the system where the coolant has been drained off, it then sucks up until the 0,8 bar are reached. The tube to the coolant container is then opened, thus filling the system without leaving air in any of the cavities.

By the way, you can of course, maintain this pressure for quite a while. This is also quite a good way to pressure-test the system. Although additional leaks can appear under high pressure, it is basically a practice orientated testing method. 09/13

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