whats the death pipe

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it always seemed to me to be a case of leave alone because it was difficult to see, line up & seal in the car. I changed several of the old metal pipes, using silicon spray to lube the seal when fitting.
I guess that the plastic pipe is just as difficult & that may be the reason for some not wanting to change it.
Chris
 
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Bruno said:
I'm looking this morning, if I havent found some in stainless by tomorrow night I'll start and make some (10 ?) on Monday morning with a view to having them ready in a few weeks. The ends need machining then welding onto the tube, they will be round and possibly 38mm or 38.1mm = 1.5"
Chris
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Bruno did you ever make a batch of these pipes in stainless? If so I could be interested in one!

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Bruno said:
Making them now, unfortunately Christmas & illness have got isn the way. I am looking at the hoses in silicone but pattern quotes are a little bit more than I want to pay so will make the patterns ourselves shortly.
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Is it feasible to make ends in stainless and simply join with a straight section of silicpne hose?

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Chaps, sorry for the old thread resurrection.

Did these stainless / silicone hybrid death pipes ever come to fruition. I see the person that was trying to make them has not been on here since January 2019.
 
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bretti_kivi said:
the cooling system on a 1.6 runs at 110C. That's pretty hot. It also has a negative effect on the life of the plastics involved in the cooling system. There are several weak points, one of them being the thermostat housing (and the thermostat is *not* a simple one) and another being a specific y pipe at the back of the engine. It's a pig to get to and therefore expensive to change, but failure will likely cause serious issues.


(timmus was writing at the same time as me)

- Bret
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Just to be clear, the FSI coolant circuit runs at two different temperatures, dependant on load and speed. Around town it runs at around 110C, while on a run, at higher speeds, it runs at around 90C. It's all about maximising thermal efficiency, to extract the maximum energy from the fuel, while minimising emmissions.
The ageing of plastic coolant system parts is something that all cars of a similar vintage to the A2 suffer from. It's more to do with the constant cycling from cold to hot to cold, than whether hot is 90C or 110C.
Mac.
 
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PlasticMac said:
Just to be clear, the FSI coolant circuit runs at two different temperatures, dependant on load and speed. Around town it runs at around 110C, while on a run, at higher speeds, it runs at around 90C. It's all about maximising thermal efficiency, to extract the maximum energy from the fuel, while minimising emmissions.
The ageing of plastic coolant system parts is something that all cars of a similar vintage to the A2 suffer from. It's more to do with the constant cycling from cold to hot to cold, than whether hot is 90C or 110C.
Mac.
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From all the A2s I had in my shop (and my own FSI) I can say that the FSIs have much more issues with ageing plastic and rubber parts in the cooling system than the others. I think these 20C more make quite the difference. Also since it changes all the time between 90C and 110C while driving instead of maintaining a constant 90C like on all the others.
The maximum constant temperature for EPDM (Hoses) and PA6-GF (Plastic parts) is 130C so 110C is not that far away and is much closer to that limit than 90C.
 
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nox said:
From all the A2s I had in my shop (and my own FSI) I can say that the FSIs have much more issues with ageing plastic and rubber parts in the cooling system than the others. I think these 20C more make quite the difference. Also since it changes all the time between 90C and 110C while driving instead of maintaining a constant 90C like on all the others.
The maximum constant temperature for EPDM (Hoses) and PA6-GF (Plastic parts) is 130C so 110C is not that far away and is much closer to that limit than 90C.
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The FSI engine does not "... change(s) all the time between 90C and 110C while driving instead of maintaining a constant 90C like on all the others"
The FSI engine will run at 110C most of the time, and only drop to 90C when the car is on an extended fast M/way cruise.
Although most cars, including FSIs, display a very steady 90C on the gauge, the display is not an accurate indicator of the actual engine temperature, it's just a figure that keeps us drivers happy. A range of plus and minus 10C is typical, but can only be measured accurately via VCDS, which can run a log, to show exactly what's going on over time.
EDPM has a temperature range of -50°C to +120° or 150°C. The higher 150C is achieved by the curing process, and is the version used in vehicle cooling systems.
I'm not a plastics expert, but Mr Google tells me that PA6-GF has a higher working temperature due to the addition of Glass Fibre (hence PA6-GF), approaching 200C.
The control of the coolant temperature of the FSI is tighter than other A2s, as the whole system is controlled by the ECU, including the fan. With a dual coolant circuit, part of which (the top half of the engine etc) is constantly open, not controlled by the thermostat.
When all's said and done, at 15 to 20 years old, we should all replace hoses, not just coolant hoses, but inlet and turbo (if you have one) hoses too, it gets pretty hot under the bonnet sometimes, and n,one of us want a coolant circuit failure, the cost of which will exceed the cost of hose replacement.
Mac.
 
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