|Over the years, I've had many questions
about thermostats. Some are easily answered, some not so easily. And in
the process of answering those questions, I've come across a lot of information.
Some accurate. Some inaccurate. Some just wrong. Some spectacularly wrong.
For this study, I've spent quite a bit of time and money assembling as
many original parts as could be found. I've tested dozens of thermostats,
and cut a few open. Now that nearly sixty years have passed since the first
E-Type rolled out of Coventry, we may be may be at the last moment in time
where all the relevant parts and information can be assembled in this way.
My intent was to present the most accurate possible information, and to
be as comprehensive as possible. This is really a work in progress, so
feel free to contact me if you have questions, doubts, or information.
The first few sections contain general information which applies to all applications. It's worth reviewing, even if you think you know something of the subject. Maybe especially if you think you know something, as the topic is obscure and even seasoned engineeers rely on prior art when it comes to thermostats. Following the general discussion, I will explain the challenges of each of the four systems used in E-Types. And in the middle, I will discuss the thermostats used for the Ford 351 Cleveland engine, because it's a very interesting design that led me into a long dead end. But while the information isn't immediately useful, it's worth understanding an alternative design. Finally, I'll show you the numbers, or at least a few interesting white papers.
Chapter 5 Series 1 E-Type 3.8 (check back 11/15/19)
Chapter 6 Series 1 E-Type 4.2 (check back 12/15/19)
Chapter 7 Ford 351 Cleveland (check back 1/15/20)
Chapter 8 Series 2 E-Type 4.2 (check back 2/15/20)
Chapter 9 Series 3 E-Type (check back 3/15/20)
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