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Engines which require a tighter control of temperature, as they are sensitive to "Thermal shock" caused by surges of coolant, may use a "constant inlet temperature" system. In this arrangement the inlet cooling to the engine is controlled by double-valve thermostat which mixes a re-circulating sensing flow with the radiator cooling flow.
The integrated circuit sensor may come in a variety of interfaces — analogue or digital; for digital, these could be Serial Peripheral Interface, SMBus/I 2 C or 1-Wire.. In OpenBSD, many of the I 2 C temperature sensors from the below list have been supported and are accessible through the generalised hardware sensors framework [3] since OpenBSD 3.9 (2006), [4] [5]: §6.1 which has also ...
The fuel injection computer will control injection timing (i.e. fuel quantity) on a number of factors, including temperature. If it's given an incorrect temperature reading, then it will mis-fuel. If the ECU thinks the engine is cold, it will use the cold-start settings, possibly over-fuelling dramatically, with a result of increased HC ...
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Once the coolant reaches the thermostat's activation temperature, it opens, allowing water to flow through the radiator to prevent the temperature from rising higher. Once at optimum temperature, the thermostat controls the flow of engine coolant to the radiator so that the engine continues to operate at optimum temperature.
Liquid-cooled engines usually have a circulation pump. The first engines relied on thermosiphon cooling alone, where hot coolant left the top of the engine block and passed to the radiator, where it was cooled before returning to the bottom of the engine. Circulation was powered by convection alone.
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Over time, the coolant side of oil cooler would plug up with sediment. This would reduce the flow of coolant through the oil cooler and cause higher oil temperatures. This sediment would also reduce the flow of coolant through the EGR cooler resulting in premature failure due to thermal expansion fatiguing the heat exchanging core.
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