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LONG AND NOT PERTINENT TO OTHER THAN POST 2004 MODELS


Yes Richard. That will happen often as I regularly mix up where to put [quotes] and [/quotes] and there is only a limited time to make edit corrections. I prefer segregating questions from answers. But that system makes it very easy to miss one. It my attempt to answer George's comment I missed one. Forgive me. The programming here is not automatic in quoting others as email is. (shrug) Perhaps there is another way to do multiple quotes. Can someone suggest one?


I admit to having less understanding until this morning. I was afforded a breakthrough. I had return responses to questions I posed to other forums and other users of the engine and cooling system ..specifically the 3.7 but it seems the cooling systems of the MANY other variants have a similar history, including Morgans.


I did not research on how the oil cooling effect enters this area. However, I have often seen coolant and oil cooling melanged in other cooling systems. I even (25 years ago) tried a rad made by Griffin in the USA, designed to cool both oil and coolant in the same unit. 25 years ago. In short, it is generally acknowledged by the logical segment of the market to be a very bad idea..though a huge money saver for manufacturers looking for that over function. It is merely (once again) common sense. Oil temperatures run significantly above desirable coolant temperatures. For example, my big beasty Plus 8, is fit with a tuned 4.8 LR V8. The coolant runs happily at 90-92C, exactly where it should be. When I had a dash for the cdn car made in Germany, I fit a oil temperature to satisfy my curiosity. As suggested by the excellent Bob's The Oil Guy (a group of retired automotive engineers and auto enthusiasts) my oil should be 18-20C degrees higher than the coolant and so it is! Putting them together or adjacent to each other is unwise except for profits, today's primary societal value. In fact, their temperatures are affected by different conditions in a trad Morgan, coolant being airflow dependent while oil temps are related to rpm. You can have the two temps heading in different directions on a aggressive country lane! But it is an area to look into and I shall do so next.

It seems to be as I expected. The bespoke Ford system is called a "degas" system, nothing to do with the famous artist. The container we considered to be either an traditional expansion or recovery tank is neither. It is called a degas bottle. Though it pressurized (my mistake) it is crafted to remove air from the system. If it is opened to add coolant, it will be exposed to the air and that air will be expelled, (with some coolant) as the system re-pressurizes. Fir these reasons, they want you to use a Ford "degas bottle cap" not a regular pressure cap. It is in cheaper black plastic though the American aftermarket offers metal alternatives if you look for them. The Mustang crowd also has a fondness for shiny metal as many moggers do. I am adding a schematic of a 2012 Mustang 3.7 cooling system below and I am looking for a schematic of the degas cap.

In the area of cooling I no longer feel bound, until further notice, to 3.0s or 3.7 diagrams, as in the cooling area, at least, they are so similar. I used YOUR diagram, merely using the parts number version in the same book which is accessible by clicking the bottom symbol at the right on pdf. Try it. One needs a course on each change the MMC used during the hard times. You should see the electrical diagrams!! I am forced to interpret them for good moggers daily. Thank the automobile gods for Lucas wire colors!!

When I compared them to the first AC diagram for the 2005/6 12 month period for the USA Roadsters, used while the UK Roadsters were still using the Mondeo variant IIRC, I found them substantially the same. As I noted, I do not see much of a change from those and the later UK Roadsters including the 3.7s..save those I noted. The US Cyclone engine crowd complain of cooling and AC problems as well...from 2005. Ford is apparently inching to trying various remedies. It takes ages, even for a company making millions of units, to completely sort changes. This fact has an immense effect on boutique manufacturers and should govern their choices. Peter Morgan followed that template. Trads were once known for their reliability and ease of understanding them. Morgan is "modern" now so has modern problems all cars have.

I think you may be correct, though you are ahead of me. My first goal is to confirm that the AC will be improved by merely adding my suggested a shut-off valve to the two hoses entered the climate box in which there is a constantly hyper-heated cabin matrix that Morgan AC has to contend with. In fact, if the non-AC Roadsters have a system similar to the AC models a shut-off valve (mechanical or solenoid, will cool them significantly. I know a Plus 8er that found that even the customary shutoff valve to not work and blocked the incoming air vent. My solenoid eliminated the need for that.

Now that we know we should not be applying cooling logic we know to it..we will figure it out inductively. For example, the degas bottle on DaveW's car is not only in a different place, it is much smaller than the later diagram. There is something in that, either an adjustment Ford was forced to or a characteristic of the needs of AC. So far I vote for the former as the parts are supplied by Ford andMorgans and Fords do NOT have the same UK aftermarketeer AC system. It is premature but it seems a bigger or later degas bottle would be a wise move for those who have the small ones. The savvy shiny metal crowd uses metal ones.. They bottles are very unusally shaped and this seems to go beyond the needs of their site in the Ford engine bays. https://i.ebayimg.com/images/g/dAkAAOSwsIpkRLFl/s-l1600.jpg

Sayeth the other amateur Sherlock.