Talk Morgan Forums Morgan Sports Cars Morgan Three Wheeler & Super 3 Necessary Modification of the Urban-cooler ?

PART II

Extra wish.
Keep the cooling fan on when the ignition is off.

The following is less important for some of us, especially when you have the possibility to keep the Fan on – by means of the ECU - when the ignition is off. And when that option works of course.
As written : On an Emerald-Ecu it does not work.
All normal cars, even my nearly 40 years old VW-T3, keep the Cooling Fan and cooling water-pump and even a bypass water-pump on when necessary even after you have taken the key out of the ignition.
Strange but the M3W lets you standard stay with a very hot engine which cannot cool anymore even with the Urban-cooler-kit option installed.

We all know :
Never stop the engine at the high-way for fuelling.
Let it first idle for a couple of minutes. Turbo-owners now this trick. It safes your turbo and engine.
It needs cooling especially after the work is done. Stand-still after use will makes the engine even hotter for a while.

Timing relay.
I spend some design-time and money on another option I wanted.
In case the ECU did not keep the Fan running or as long as needed.

I bought a simple timing-relay on amazon.fr for € 30 which keeps the Fan on as long as I want.
I programmed – that’s a guess - 15 minutes after the engine is cut off by the ignition key.
I needed an extra simple ‘40A relay’ of € 5 to inverse the signal-input on the timer relay.
See the design drawing attached for how to install it.

Conclusion
We were Flabbergasted.
The results are impressive and even far better than my expectations.
Before we even installed our Oil-cooler, this modified Urban-cooler makes already that my engine will hopefully last longer even when driving weekly in the mountains.

The CHT ( Cylinder Head Temperature ) lowered with nearly 50%.
Before the modification we read on the gauges a road-standard of around 175 oC and 200 oC or even more in the mountains.
Now it went to 80 oC till 120 oC in the mountain.
BTW we are very pleased we can control our CHT on this air-cooled engine.
Every pilot will tell you how important those CHT-gauges are to keep your engine healthy.
For small-plane pilots even more because it gives them valuable information about the engine when climbing and descending. And they can – when wanted – change the AFR-levels.

Interesting side-effect :
( With the Emarald-ECU I can switch the AFR too, but that’s another project )
My AFR [ Air Fuel Ratio / mixture ] changed because of the cooler-modification and became far more stable.
Possibly reason : The fuel gets cooler at the injectors in that closed box.
[ I still have a slight AFR problem but that’s due to a leak in the exhaust , which is there from the beginning ]

Cool fuel is very important.
In the “Standard MMC-Urban-Cooler” situation, the petrol did nearly change material-phase from liquid to gas in that closed space.
<< At atmospheric pressure, gasoline has an initial boiling point of 95 °F (35 °C) and a final boiling point of 395 °F (200 °C). >>


Have fun, Life is short :
Please do cool our X-Wedge