Cooling system

Principal of heat transfer

Because of engine design, only 33% of the heat created by the burning fuel is used to produce power. As
illustrated in figure 1, the cooling system dissipates 33% of the heat and the 33% of the heat is
transferred to the atmosphere by the exhaust system.

The extreme heat developed within the combustion chamber needs to be removed from the engine as
quickly as possible to prevent combustion chamber and related component damage. Heat transfer is the
principle used to remove excessive heat from the engine. Heat transfer refers to the natural tendency of
heat to move from a hot area to a cool area.

The physical principles involved in heat transfer are :

- Convection
- Radiation and
- Conduction.

Convection

Convection is the movement of warm gases or liquids from a hot area to a cooler area (Figure 2). As the
air is heated by the heat source, its molecules expand, making it less dense and lighter. The lighter
(hotter) air rises and as it does it moves away from the heat source and cools. As the air cools, its
molecules contract and it becomes more dense and heavier and begins to fall. As it descends it moves in
to take the place of rising heated air. The cooler air is now exposed to the heat source and begins to
absorb heat, continuing the cooling cycle.

The convection principle is applied to the flow of coolant through the radiator. Hot coolant from the
engine (heat source) enters the radiator at the top, cools in the radiator and is drawn out the bottom
back into the engine (heat source).

Radiation

Heat dissipation that is caused by vibrations in the molecular structure of an element is called radiation.
In simpler terms, if you place your hand near a hot iron you can feel the heat. The radiator uses the
principle to radiate engine heat to the surrounding air. The heat felt near a hot engine (figure 3) is also a
form of radiant heat.

Conduction

Within an object, heat may be transferred from one molecule to another. For example, if you hold one
end of a metal rod and heat the other end with a flame, you will soon feel the heat at the opposite end.

The metal components within and around the combustion chamber conduct heat directly to the coolant
passages (water jackets). The coolant carries the heat away as it circulates through the cooling system
(figure 4).

Some materials conduct heat better than others do. Good heat conductor are copper, aluminum and
steel. Poor heat conductors are glass, wood and air.
Liquid boiling points

As a liquid increases in temperature, it reaches a point where it begins to boil and turns to a vapour.
Water in an open container boils at 100 degrees Celsius (212 degrees Fahrenheit) at sea level. If a liquid
is in an enclosed container, the boiling point is increased due to the pressure increase created by the
expanding liquid within the enclosed container (figure 5).

An engine cooling system is a sealed, pressurized system. The ability to pressurize the system allows the
coolant temperature to exceed the normal boiling point of water. A coolant temperature of 110 degrees
Celsius (230 degrees Fahrenheit) may be reached when the engine is operating, but the coolant remains
a liquid and does not vaporize. This is because the pressure in the cooling system increases the boiling
point of the coolant.

Cooling systems

During normal engine operation, energy is released from the fuel burned in the combustion chambers.
One third of the energy is converted into useable power, one third goes out the exhaust pipe unused
and the remaining third becomes heat energy.

Combustion temperatures can reach up to 2200 degrees Celsius (4000 degrees Fahrenheit), although
normal operating combustion temperature is about 1200 degrees Celsius (2000 degrees Fahrenheit).
Without a cooling system, some parts would melt, or warp and pistons would expand in their cylinders
and seize.

The purpose of the engine cooling system is to:

- Remove the excess heat from the engine

- Maintain the most efficient engine operating temperature
- Help bring the engine up to the correct operating temperature as soon as possible after cold
starting

The most efficient operating temperature range for modern automobile engines is 90 degrees Celsius to
104 degrees Celsius (190 to 220 degrees Fahrenheit). The cooling system maintains this engine
temperature regardless of the operating conditions.

Large amounts of heat are absorbed by parts of the engine, such as the cylinder walls, pistons and
cylinder heads. If the engine temperature climbs above operating temperature, parts of the engine get
too hot, the oil film fails to protect, and metal to metal contact can ruin the engine. At temperatures
above 204 degrees Celsius (400 degrees Fahrenheit), which is the flash point of some engine oils, the oil
would begin to burn in the crankcase, leading to rapid engine failure.

At the other end of the scale, if an engine operates below 71 degrees Celsius (160 degrees Fahrenheit),
excessive condensation builds up, contaminating deposits rapidly form in the crankcase, horsepower
drops off, the engine runs less efficiently and the amount of harmful emissions increases.

To establish and maintain the correct operating temperatures, a complex and elaborate cooling system
must be incorporated into the engine. Almost every automobile that you will service or repair during
your career will be equipped with a liquid-cooled system.
Operating Principles

Liquid-cooled systems use a coolant composed of water and ethylene glycol based antifreeze. The
coolant circulates through water passages, often referred to as water jackets, which surround the hot
areas in the engine.

Path of coolant flow

Cooled liquid is drawn into the inlet side of the coolant pump or more commonly the water pump, from
the lower radiator hose. The water pump forces the coolant into the lower engine block and through the
water jackets surrounding the cylinders. The coolant absorbs heat from the cylinders and as it is heated
it rises and absorbs even more heat from the cylinder head and combustion chambers. From the
cylinder head, the coolant exits the engine through the thermostat housing into the upper radiator hose
(figure 6).

As the cool outside air flows through the radiator core the liquid cools, moves down the radiator outlet
and enters the inlet side of the water pump where it begins the cycle over again by absorbing heat from
the cylinders and the combustion chambers.

Cooling system components

Engine coolant circulates through the engine and absorbs excessive heat, carrying it to the radiator and
transferring it to the atmosphere. The engine coolant must remain liquid even when outside
temperature drops below freezing. Water is unsuitable as an engine coolant because it expands when it
freezes, and the expansion could crack the engine block and cylinder heads and damage the radiator
and heater core. Engine coolants can contain ethylene glycol, propylene glycol or carboxylate.

Engine coolant is normally a 50/50 solution of water and antifreeze. This gives a freezing temperature of
-34°f (-37°c) and a boiling point of about 22°f (107°c).

DANGER

Ethylene glycol is known to be quite toxic to animal and plant life, but the exact degree of toxicity of
propylene glycol and carboxylate is unclear.

Wash your hands after working with antifreeze products.

Collect and return used antifreeze solutions to designated recycling agencies.

Distribution tubes and nozzles

Some engine manufacturers install distribution tubes and very small nozzles within some of the coolant
passages (figure 7). These tubes carry pressurized coolant to the nozzles, which direct coolant at areas
the require extra cooling. The area around the exhaust valve seat in the engine head, for example, is a
very hot area. The small size of the nozzles makes them particularly prone to clogging from scale and
other particles suspended in the coolant.
Radiator

The radiator is a liquid-to-air heat exchange unit that transfers heat from the engine to the atmosphere.
The radiator is made up of core and two tanks, one on either side (figure 8). The most common core
construction uses an elaborate series of fins and thin-walled tubes to create a large surface area that
exposes the hot coolant in the tubes to the passing air stream. These tubes are made of yellow brass or
aluminum.

The inlet tank brings hot coolant from the engine through its inlet fitting and directs it to the tubes in the
core. The outlet tank collects coolant that has passed through the many tubes in the core and funnels it
out the outlet fitting to the inlet of the water pump. The outlet tank contains the drain plug and may
contain the automatic transmission cooler, if so equipped.

Radiators may be of the cross-flow or down-flow design (figure 9). Most radiators are cross-flow design.
The inlet and outlet tanks are on the ends of the core and the coolant flows across the radiator. This
design has two advantages over the down-flow design:

- All the coolant passes through the fan air stream, which provides maximum cooling
- The cross-flow design allows for a lower hood line and improved aerodynamics, leading to
increased fuel economy.

Coolant recovery system

The purpose of the coolant recovery system is to recover coolant that might be lost during normal
operation and during hot soak.

The coolant volume in a cold engine expands by at least 10% as it reaches operating temperature. The
fluid displaced bye the expansion flows from the radiator, through the pressure valve int the radiator
cap, through the overflow tube, and to the overflow tank, which also might be called the recovery
reservoir or recovery tank. When the pressure is relived, the pressure valve in the cap closes and the
flow stops.

Hot soak occurs just after an engine the has being running at normal operating temperature is shut off.
The engine is still hot, but the water pump stops circulating the coolant, resulting in a rapid rise of the
coolant temperature. This also result in a corresponding rise in the pressure within the system. If the
heat is sufficient, it creates enough pressure to unseat the pressure relief valve in the radiator cap,
allowing coolant to escape through the overflow tube to the overflow tank (figure 10).

As the coolant cools it contracts in the system and creates a low pressure (suction). The low pressure
draws the coolant from the overflow tank, through the overflow tube, past the (unseated) vacuum valve
in the radiator cap and into the radiator.

The overflow tank is usually made of see-through plastic that allows you to check the coolant level
without removing the radiator cap. If you have to add coolant to the system, do so through the overflow
tank rather than through the radiator.

As the coolant expands and contracts in the system, these changes can be seen in the overflow tank.
Two marks on the side of the tank indicate levels the coolant should be maintained at when the system
is cold and when the system is hot.
 DANGER

NEVER remove the radiator cap for any reason when the engine is hot. Hot coolant under pressure can
cause severe burns

Radiator cap

The radiator cap serves several important functions.

- It seals the coolant in the radiator and prevents it from splashing out
- It raises the boiling point of the coolant by pressurizing the coolant system
- It prevents cavitation at the water pump by pressurizing the coolant system
- It prevents boiling around the cylinder walls
- It compensates for the low pressure (vacuum) created by cooling

A rubber gasket seals the radiator cap to the top of the radiator filler neck (figure 11). This gasket in
backed with a diaphragm spring, which ensures the gasket seals the cap to the top of the radiator filler
neck and prevents coolant loss.

Cooling systems are pressurized to increase the boiling point of the coolant. The boiling point of 3.25°f
(2°c) for every 1 psi 96.89kPa) of pressure applied to the cooling system. The pressure relief spring
controls the maximum pressure in the system.

Current vehicles operate with radiator caps that are designed to hold between 14 psi and 17 psi
(96.5kPa and 117 kPa).

A 14 psi (96.5 kPa) cap increases the boiling point of coolant by 45.5°F (3.25°F x 14 = 45.5°F) or 28°C (2°V
x 14 = 28°C) which bring the boiling point of a coolant from 212°F to 257.5°F (100°C to 128°C). this
increase in boiling temperature allows the engine to operate safely even under severe loading or
temperature conditions without the coolant boiling.

Note

Unpressurized engine coolant (50/50 water and antifreeze mixture) boils between 220°F and 230°F
(104°c and 128°c)

When the pressure in the system exceeds the predetermined value of the pressure relief spring, the
spring compresses allowing the rubber seal between the cap and the seat at the bottom of the filler
neck to open an vent excess pressure to the overflow tank. This pressure relief protects the radiator
hoses, heater hoses, and radiator and heater core from blowout damage.

Pressurizing the cooling system prevents cavitation at the water pump. Cavitation is the formation and
subsequent collapse of air bubbles in a liquid. If cavitation occurs, air fills some of the space in the pump,
which reduces tis efficiency by about 15% and causes premature wear to the pump.

Pressurizing the system also ensures that the water jackets are completely filled with coolant. If air
pockets occur in the water jackets around the cylinders, hot spots develop, causing the coolant to boil
and damage to result.
The vacuum relief valve (figure 12) is held closed by a light spring. The valve allows the system to begin
building pressure as soon as the coolant starts to expand.

Hoses and clamps

Hoses are used in the engine cooling system to transport coolant to and from the radiator and heater
core. They are made from butyl or neoprene rubber and must be able to withstand extreme heat and
extreme cold. They must also withstand the antifreeze solution and the corrosion inhibitors in the
coolant.

Radiator hoses are designed with expansion bends to protect radiator connections from engine motion
and vibration (figure 13). The upper radiator hose is exposed to the harshest conditions from engine
movement and higher temperatures than the other hoses from cooling.

Lower radiator hoses are often wire reinforced because the suction created by the water pump is
sufficient to collapse the hose.

Clamps fasten coolant hoses to the:

- Inlet and outlet fittings of the radiator

- Inlet and outlet fittings on the heater core
- Fittings on the engine block and water pump

All cooling system hoses are installed the same way. Figure 14 shows the types of clamps that are in
common use today.

Water pump

The water pump is a centrifugal impeller-type pump mounted on the front of the engine. It consists of
housing, an impeller drive shaft and hub, and a drive pulley (figure 15). The housing includes mounting
holes, passages that match the engine block and an inlet fitting for the lower radiator hose. The impeller
shaft rotates on sealed bearings pressed into the housing. Usually, a serpentine belt drives the pulley
that is attached to the impeller shaft hub. Some vehicles are now using electric water pumps. Regardless
of how it is driven, the operation of the pump is the same for all applications.

The impeller is a rotating paddle wheel inside a housing, centrifugal force draws coolant from the inlet
into the centre of the pump and forces it out the outlet and into the engine block. The water pump can
circulate coolant at 7500 gallons per hour.

When the engine is cold, the thermostat is closed and stops coolant from circulating through the
radiator. In order to permit circulation through the engine block during warm-up, a bypass passage
below the thermostat leads back to the water pump. The bypass also directs coolant thermostat; so, as
the coolant heats up to operating temperature the thermostat opens.

Thermostat

The primary purpose of the thermostat is to regulate the coolant temperature. It controls engine
temperature by routing the coolant through the radiator or through the bypass or a combination of
both.
It also controls the flow of the coolant through the engine. The thermostat slows down coolant flow
through the engine even when it is open. Without the thermostat to slow the coolant down, the coolant
flows too quickly through the engine and does not spend enough time around the cylinders to absorb
heat. Overheating, hot spots and engine damage result.

A third function of the thermostat is to prevent sludge formation in the crankcase by helping provide
quick and even engine warm up. An engine that warms up slowly tends to produce a large amount of
condensation that finds its way into the crankcase and produces sludge.

A thermostat can be located in a variety of different places, but it is often located at the front of the
engine at or near the top of the engine block. The thermostat housing (water outlet) covers the
thermostat and holds it in place (figure 16). The thermostat housing also provides a connection to the
upper radiator hose.

In the centre of the thermostat is a wax and powdered metal pellet that is tightly encased in a heat
conducting copper cup. The pellet sits down in the engine coolant and is connected to a valve through a
piston. As the coolant heats up, the wax pellet expands and acts on the piston, forcing it upward to open
the valve (figure 17).

The wax pellet element is calibrated to open the thermostat at a specific temperature stamped on the
bottom of the unit. The thermostat permits a small amount of coolant to leak by when it is closed.

Two types of thermostat are prevalent on current models. The first is the reverse poppet (figure 18A)
that opens against the coolant flow. When the coolant is cold, the water pump pressure helps hold the
thermostat closed to prevent leakage.

The second style is called balance sleeve (figure 18 B). it allows pressurized coolant to circulate around
all of its working parts, which reduces pressure shocks even during the most difficult operating
conditions.

Cooling fans and clutches

The efficiency of the cooling system is based on the amount of heat that can be removed from the
system and transferred to the air. During highway operation, the speed and volume of air passing
through the radiator is sufficient to maintain proper cooling. At low speeds and when the engine is
idling, additional airflow through the radiator is needed. This additional airflow is supplied by the cooling
fan.

Cooling fan design vary with engine design and airflow requirements. They can be made of different
materials, have different diameters, blade pitch and numbers of blades. They can also vary in the
number of fans. Usually one is sufficient, but some vehicles have two. At one time, cooling fans were
mounted on the engine water pump and were belt-driven. Many late-model applications use
electrically-driven fans.

Number of blades and pitch

Basic fan blades made from stamped steel are rigid and retain there shape regardless of engine cooling
needs. They are constant in their operation and use up some engine horsepower through the vehicle
operating range.
The greater the pitch of the blades the greater the airflow generated, and the more horsepower
required to turn them. Figure 19 is a six-bladed fan that has flexible trailing edges on each blade. As the
engine rpm and fan speed increase, the trailing edges straighten out. At low rpm the blades have the
greatest pitch and as the speed and centrifugal force increase the pitch of the blade decreases. This type
of fan is called a variable pitch fan, a flexible or flex fan. The blades are staggered or offset, to break up
air pulsations and reduce noise.

Flex fans are used to improve fuel economy because when the fan speed increases to the point where
the fan is no longer needed, the flexible edges straighten out (figure 20), reducing the pitch of the blade
and the amount of horsepower required to turn it.

Fans may be made from steel, nylon or fiberglass and are precisely balanced to prevent vibration, noise
and water pump bearing damage.

Electric fans

Electric fans rob very little horsepower from the engine and can be turned on and off easily to suit the
cooling needs of the engine. Electric cooling fans are drive by 12-volt motors mounted in the centre of
the fan assembly.

Brackets or frames that include a shroud and mounting attachments support the motor and fan
assembly (figure 21). The assembly is bolted to the radiator support. Electric fans may have eight blades
and usually the frame and the fan are made of plastic.

The fan motor is activated by a coolant temperature switch, but may also be triggered by a transducer
that senses air conditioner compressor head pressure.

DANGER

Some electric fans run after the engine is shut off to help prevent hot starting problems.

Fan shroud

Fan shrouds are used one the belt-driven and electric cooling fans to improve the efficiency of the fan.
They prevent recirculation of air around the ends of the fan blades. Without the shroud, when the fan is
turning air tends to circulate around the tips of the blades instead of drawing air through the radiator.
The shroud prevents recirculation by breaking up the natural circulation and it ensures a proper flow of
air through the radiator.

Thermatic fan thermostat and shutters

Horsepower and fuel are consumed needlessly to turn the fan when the engine temperature is below
operating temperature. Thermatic or thermostatic fans sense engine temperature and when the fan is
not required disengage it from the drive pulley so that it freewheels on its shaft and does not waste
engine power of fuel.

Thermatic fans

Figure22 is an example of thermostatic fan clutch. The water pump shaft, drive pulley assembly and the
drive portion of the thermostatic fan clutch are under power from the fan pulley whenever the engine is
running. The fan and the driven side of the thermostatic fan clutch are powered only when the coolant
temperature is high. When the coolant temperature is low, the fan cutch mechanism disconnects the
fan from the engine.

The thermostatic fan clutch uses a special silicone fluid as the medium to connect the drive and driven
components when fan operation is required. The temperature-sensing mechanism is a bimetallic spring,
as shown in figure 23. The spring senses radiator and underhood temperatures and activates an internal
valve that controls the movement of the silicone fluid.

When the fan clutch is in the disengaged position, the silicone fluid is confined to a chamber on the drive
side of the clutch. When the bimetallic spring heats up, it moves an internal valve that allows the
silicone fluid to move into a second chamber on the driven side of the assembly (figure 24). The fluid
transfers the motion from the drive side to the driven sider of the fan clutch, causing it to move as a
single unit.

Thermostatically controlled fan clutches are called temperature-sensitive clutches, but they also
respond to engine rpm through slippage in the fluid chamber. Even when they are in the disengaged
mode, centrifugal force tends to drive the driven side about 35%. When they are in the engaged mode,
they are about 90% locked.

Viscous coupling

Some manufacturers use a viscous coupling to connect and disconnect the fan from the fan pulley. Type
of clutch is not as efficient as the thermostatically controlled style because it is only sensitive to engine
speed. When the resistance of the air coming though the radiator is high, such as at highway speeds, the
viscous coupling slips and disengages the fan from the fan pulley.

Electric shutters

The active grille air shutter actuator closes louvers at the front bumper to enhance vehicle aerodynamics
in driving situations where cooling and A/C loads are relatively low and high levels of front-end airflow
are not required. The reduction in air flow reduces drag, making the car slip through the air more easily.
This, in turn, reduces the amount of energy needed to push the car along, increasing gas mileage.

If the engine gets too hot, the active shutter system can automatically reopen the grille, ensuring much-
needed air can reach the radiator and prevent engine overheating. In cold weather the shutters will
remain closed helping to maintain optimum engine temperature.

Heater core

The heater core is similar to the radiator. It is a small liquid-to-air heat exchanger in the passenger
compartment. Engine coolant circulates through it and a blower forces air across its tubes and fins,
transferring heat from engine to the passenger compartment.

The heater core is supplied with engine coolant through two hoses.one hose directs hot coolant from
the engine to the heater core. The second hose, the return hose, carries the coolant back to the engine
to be reheated (figure 25).

Drive belts
Serpentine belts are very common on today<s models and generally only one is used to drive all of the
belt-driven accessories (figure 26). They have multiple V-shaped ridges that mate with matching ridges
on the pulleys.

Cooling system service

The engine must operate within a specific temperature range. If the engine runs too cool, engine
emissions rise, sludge builds in the crankcase, fuel economy drops off, and excessive engine wear may
occur. Overheating can also cause serious engine damage. Excessive heat in the engine breaks down the
protective lubricating film between moving parts.

When servicing a cooling system, examine every part carefully and thoroughly. Figure 27 illustrates
common cooling system problems.

Coolant level

The first thing to check when diagnosing a cooling system is the coolant level. This can usually be done
by glancing at the see-through coolant recovery reservoir.

Danger

Avoid removing the radiator cap when the engine is hot. When you relieve the pressure, the coolant will
boil, instantly spewing the hot pressurized coolant in every direction. This can cause severe burns.

If it is absolutely necessary to remove the radiator cap when the engine is hot, first cover the cap with a
heavy cloth and wear a glove (figure 28). While pushing down on the cap against the spring pressure,
turn it slowly counter-clockwise to the safety detent (1/4 turn) to relieve the pressure. Most of the
coolant will be directed to the recovery tank.

Radiator cap

The radiator cap plays an important role in the cooling system. Inspect the following.

- Rubber gaskets for condition

- Pressure spring for rust damage and freedom of movement
- Vacuum valve to make sure it is not stuck, broken or plugged and the seal is in good condition
- Cap to make sure it holds the pressure specified by the manufacturer.

Pressure testing

Pressure testers identify if components within the cap are performing correctly. Install the cap ad
adapter on the tester and pump the handle to obtain the highest reading. The cap should hold the
pressure marked on the top of the cap. The pressure relief valve should exhaust above this value but
hold the pressure at the rated value. Replace the cap if it fails this test or many parts of the visual
inspection. Figure 29 illustrates inspection points and pressure testing.

Coolant strength and condition

Test the strength of the antifreeze solution with a suitable antifreeze hydrometer or a refractometer
(figure 30). Observe the colour of the antifreeze. When the rust and foam inhibitors are used up, the
coolant becomes rust-coloured. This is a signal that the coolant is old and should be replaced.
When using a hydrometer, insert the tube into the coolant and squeeze the bulb. Slowly release the
bulb to draw coolant into the clear section of the tester. Bring the coolant to the proper level indicated
on the tester and the floating dial will point to the strength of the antifreeze (figure 31).

When using a refractometer, use the spoon to take a small sample of the coolant and place it on the test
surface. Close the cover, hold the refractometer horizontal and look through the eyepiece. Adjust the
focus by turning the eyepiece until the scale becomes clear (figure 31). The antifreeze strength shows as
color change on the scale.

Radiator

Perform a thorough visual inspection of the radiator. Check for bent fins, flaking, leaks and damage to
the filler neck seat. Clean out any obstructions to airflow such as tree fluff or insects on the front of the
radiator. Spray water from a garden hose on the engine side of the radiator. Look at the overflow tube
and hose to make sure they are in good condition and are not plugged.

Inspect the sealing surfaces of the filler neck to make sure they are free from burrs or nicks that would
prevent a good seal.

Pressure test

Install the pressure tester on to the filler neck of the radiator. Pump the handle until the gauge reads the
value of the cap. While the system is under pressure, examine the radiator, heater core, thermostat
housing, all of the hoses, hose connections, core plugs and water pump for leaks. If the system is in good
condition the needle on the gauge should hols steady at the initial pressure for five minutes. If the
system was hot, as it cools it contracts and the pressure will drop off slightly.

If the pressure drops off rapidly, there is a leak in the system. If a visual inspection does not reveal the
source, add florescent dye to the coolant. Be sure to use the correct dye, as the dye for coolant is not
the same dye as for engine oil. Run the engine to bring the coolant to operating temperature. Shut the
engine off and pressurize the system again using the pressure tester. Use a black light (figure 32) to
identify where the dye-contaminated coolant is leaking.

The cause of the pressure drop during the pressure test could be internal. A cracked cylinder head,
cylinder wall, engine block or broken head gasket may also cause coolant leaks.

An internal leak may allow coolant to flow into the cylinder when the engine is shut off, as well as during
an intake event. When the engine is running, combustion pressures are high enough to force exhaust
gas into the cooling system. Remove the pressure cap to look for bubbles int the coolant if you suspect
there is an internal leak.

Bubbles may also be present in the coolant if the system is drawing in air. The lower radiator hose is on
the suction side of the water pump and air can be drawn into the system here even if no coolant leaks is
evident. When there is air in the system, corrosion occurs at about three times the normal rate. If you
see bubbles in the coolant, you can eliminate the lower radiator hose as the cause by loosening the
drive belt to prevent the pump from turning. If bubbles are still present, they must be coming from an
internal leak and not from the lower hose.