waterless coolant
Discussion
Endless threads on this across the forums (fora?)
Bit expensive especially as the old stuff needs flushing out with their flushing agent.
As I understand it the engine should run very slightly hotter as the specific heat capacity is less than water.
Advantages are low operating pressure due to 190 boiling point and corrosion inhibitor properties which is especially good with a mixture of cast iron and aluminium ie. electrolyte issues.
I've seen some complaining about the stuff being flammable at high temperatures but I don't know if this is true.
Other cheaper alternatives are available but I've never seen them for sale.
Wouldn't bother with a car with cast iron heads unless to protect an ally rad
Bit expensive especially as the old stuff needs flushing out with their flushing agent.
As I understand it the engine should run very slightly hotter as the specific heat capacity is less than water.
Advantages are low operating pressure due to 190 boiling point and corrosion inhibitor properties which is especially good with a mixture of cast iron and aluminium ie. electrolyte issues.
I've seen some complaining about the stuff being flammable at high temperatures but I don't know if this is true.
Other cheaper alternatives are available but I've never seen them for sale.
Wouldn't bother with a car with cast iron heads unless to protect an ally rad
mohitos said:
I have this In mine and am pleased as punch with it.
It is expensive and probably best done during an overhaul / rebuild. As I was replacing the rad, hosed and a load of other bits during the rebuild, it made sense.
We'll see how it behaves during the Euro tour.
Is there any provision for draining the block? How did you clear out the old coolant?It is expensive and probably best done during an overhaul / rebuild. As I was replacing the rad, hosed and a load of other bits during the rebuild, it made sense.
We'll see how it behaves during the Euro tour.
My engine was rebuilt at the same time so it was the perfect opportunity to do it.
Evans sell Prep Fluid to flush all the water out of the system first:
http://www.evanscoolants.co.uk/prep-fluid.html
Evans sell Prep Fluid to flush all the water out of the system first:
http://www.evanscoolants.co.uk/prep-fluid.html
One half of my mind says 'eeh lad, tha knows that watter were good enough fer me Dad and fer his before 'im', so why change.
The other remembers that, before the Beijing Olympics, British Cycling asked BAR literally to reinvent the wheel. The results of a completely fresh look were simply staggering!
I am trying to keep an open mind on this one and I will be very interested in long term results (doesnt need to be quite as long as water has been around for though!)
The other remembers that, before the Beijing Olympics, British Cycling asked BAR literally to reinvent the wheel. The results of a completely fresh look were simply staggering!
I am trying to keep an open mind on this one and I will be very interested in long term results (doesnt need to be quite as long as water has been around for though!)
Here's a bit of background for you as there were a lot of naysayers on here when I was considering it in 2012:
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
One of the main concerns seemed to be the risk of fire related to the coolant potentially leaking. I received quite a comprehensive response from Evans on this point as follows:
__________________________________________________________
From: Christopher Lewis <Chris@Hydratech.co.uk>
Date: 1 November 2012 13:12:43 GMT
Subject: Evans Cooling
Hi Stuart,
Further to telephone call please find information below - Water-glycol refers to the water/ethylene glycol (toxic) 50:50 mix in traditional cooling systems, and Evans relates to our waterless coolant (non toxic).
With regard to the flammability characteristics of Evans Waterless Engine Coolants, I hope the following information helps to ease your concerns;
1. Under extreme circumstances, such as a petrol fire in an engine compartment, both traditional water-glycol mixtures and Evans coolants can combust. We know that the water within water-glycol blends will evaporate/flash off (distil) when it comes in to contact with a very hot surface, such as an exhaust manifold. Subsequently both water-glycol coolants and Evans offer very similar risks when it comes to fire or fumes.
2. The conclusion of an independent team of forensic engineers, following extensive investigation, was that neither water-based coolants nor Evans coolants will combust when pooled on to a very hot exhaust manifold at 480°C - at this temperature the manifold will be glowing a dull-red colour. Combustion of water-glycol and Evans coolants was achieved when the manifold temperature was raised to between 665°C and 690°C - at this temperature the manifold will be glowing reddish-orange.
3. Apart from racing cars and heavy duty engines operating under extreme load it is very rare to see temperatures above 500°C or glowing exhaust manifolds.
4. At temperatures above 100°C the water content of water-glycol coolants will rapidly flash-off (distil) from an exhaust manifold, leaving behind the neat glycol – which can combust above 665°C.
5. Evans coolants have a very low vapour pressure and operate at about ¼ of the pressure associated to water-based coolants. This significantly reduces the likelihood of a burst coolant hose and virtually eliminates the potential for coolant to reach the exhaust manifold or be sprayed around the engine bay. This low vapour pressure can be demonstrated by (carefully) removing the radiator cap immediately after a long run – but don’t try this on a car filled with a water-glycol based coolant!
6. Over the last 18-20 years and over 600,000 conversions we have had no reports that Evans has been the cause of an engine fire. One racing car filled with Evans did have an engine fire, but the engine builder acknowledged this was likely down to poor maintenance and no blame was placed on Evans. Evans Coolants continue to provide many WRX racing teams (cars and bikes) with improved cooling, increased horsepower (output) and generally better performance.
In conclusion and when all things are carefully considered, it would be reasonable to state that Evans Coolants pose very little threat of an engine fire and no more than traditional water-glycol based coolants. Comparatively petrol and diesel fuel will always pose a significantly higher fire risk, as do electrical failures.
Best regards,
Chris Lewis.
Hydra Technologies Limited.
Tel : 01792 586800.
www.hydratech.co.uk
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
One of the main concerns seemed to be the risk of fire related to the coolant potentially leaking. I received quite a comprehensive response from Evans on this point as follows:
__________________________________________________________
From: Christopher Lewis <Chris@Hydratech.co.uk>
Date: 1 November 2012 13:12:43 GMT
Subject: Evans Cooling
Hi Stuart,
Further to telephone call please find information below - Water-glycol refers to the water/ethylene glycol (toxic) 50:50 mix in traditional cooling systems, and Evans relates to our waterless coolant (non toxic).
With regard to the flammability characteristics of Evans Waterless Engine Coolants, I hope the following information helps to ease your concerns;
1. Under extreme circumstances, such as a petrol fire in an engine compartment, both traditional water-glycol mixtures and Evans coolants can combust. We know that the water within water-glycol blends will evaporate/flash off (distil) when it comes in to contact with a very hot surface, such as an exhaust manifold. Subsequently both water-glycol coolants and Evans offer very similar risks when it comes to fire or fumes.
2. The conclusion of an independent team of forensic engineers, following extensive investigation, was that neither water-based coolants nor Evans coolants will combust when pooled on to a very hot exhaust manifold at 480°C - at this temperature the manifold will be glowing a dull-red colour. Combustion of water-glycol and Evans coolants was achieved when the manifold temperature was raised to between 665°C and 690°C - at this temperature the manifold will be glowing reddish-orange.
3. Apart from racing cars and heavy duty engines operating under extreme load it is very rare to see temperatures above 500°C or glowing exhaust manifolds.
4. At temperatures above 100°C the water content of water-glycol coolants will rapidly flash-off (distil) from an exhaust manifold, leaving behind the neat glycol – which can combust above 665°C.
5. Evans coolants have a very low vapour pressure and operate at about ¼ of the pressure associated to water-based coolants. This significantly reduces the likelihood of a burst coolant hose and virtually eliminates the potential for coolant to reach the exhaust manifold or be sprayed around the engine bay. This low vapour pressure can be demonstrated by (carefully) removing the radiator cap immediately after a long run – but don’t try this on a car filled with a water-glycol based coolant!
6. Over the last 18-20 years and over 600,000 conversions we have had no reports that Evans has been the cause of an engine fire. One racing car filled with Evans did have an engine fire, but the engine builder acknowledged this was likely down to poor maintenance and no blame was placed on Evans. Evans Coolants continue to provide many WRX racing teams (cars and bikes) with improved cooling, increased horsepower (output) and generally better performance.
In conclusion and when all things are carefully considered, it would be reasonable to state that Evans Coolants pose very little threat of an engine fire and no more than traditional water-glycol based coolants. Comparatively petrol and diesel fuel will always pose a significantly higher fire risk, as do electrical failures.
Best regards,
Chris Lewis.
Hydra Technologies Limited.
Tel : 01792 586800.
www.hydratech.co.uk
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