You can take me of this list.

If you missed my post, I have actually checked if they could collapse where I have found no evidence they will (not even when I helped a collapse!). Even the power runs I did where 6000 rpm was reached (so biggest suction), there was no sign in temperature difference that would support the idea that a suction pipe would have collapsed.

I will do more power runs the coming months (when the weather allows), where I will tough even more scenarios (i.e. longer time in high rpms for instance), although I do not expect any different results than I have found so far.

 

I hope you're right.

 

Isn't that what Avos is trying to determine? And when he has completed his tests, we will all have an idea.

If Avos can illuminate a dark corner of our knowledge, why would we not enthusiastically support him?

 

By unrelated coincidence from my other car hobby, I have learned that Chrysler performed some extensive testing of waterless coolants for their Viper.

Average system temps increased by 15-20*F. A paragraph was added to their warranty policy stating that using anything other than standard propylene glycol coolant will void the engine warranty.

 

Do you know if they also tested coolantless water along with the waterless coolant ?

 

Am just at 6Kmiles now with Evans, but no real evidence yet of higher operating temps. With normal driving I do not notice anything out of the ordinary.

 

I was going to send them a box of powdered water to use but missed the April 1st window.

I don't think you will unless the car is being operated right at the limit of the cooling system's capacity.

The 15-20*F that Chrysler saw is a reflection of how much margin was shaved off the Viper's system which may or may not be relevant to other cars. This subject was being discussed amongst '60s and '70s vintage Corvette enthusiasts. The systems on those cars don't have 10 degrees to spare never mind 15-20.

Amazingly, those guys like to beat certain subjects to death- like oil, filters, spark plugs, ethanol, octane, nitrogen, additives, etc. I have to look twice to see which board I'm on.

 

Avos, how would you summarize the driving you have done over the last 6K miles? Competitive? Street aggressive? Regular but always on lookout for an opportunity? Traffic crawling?

Here's an (edited) comment I found from among the many made on thie subject of waterless coolant:

People who knock it won't use it because it's expensive, which I get. If it was the same cost as regular coolant it would be used by everyone.

Makes you wonder....

 

I won't use it because it's no better than the standard product and as demonstrated above inferior in some ways.

I also read somewhere:

People use it because it's expensive, which I get. If it was the same cost as regular coolant it would be used by no one.

 

So, what driving conditions do you suggest Avos implements to induce something out of the ordinary?

 

I was given some Evans coolant a couple of years ago after doing some work
for a well known classic car mag in the uk.

Never liked the increase in running temps and whilst having a get together with the staff learned of the carnage it had done to the mags classic vehicles it had been put into. Water pump seal leaks, headgasket failure etc

All non provable but enough of a coincidence for me to get it out of my car a bit sharpish.

 

Odd that avos isn't seeing raised temps.

 

So you've noticed have you?

There is also camp #3, those who are completely frustrated that a subject
cannot be discussed rationally due to the tactics of those in camp #1.

I am in camp #3. And have been for quite some time.

++

 

Short version, hose collapse had more to do with using the wrong hose
than the presence of waterless coolant .... and he was possibly so cheap
he was using a 15 year old hose, or even older if he tossed the anti-collapse
spring some years after installation

 

Ah... used correctly the waterless coolant doesn't cause raised temps?

 

Now, for a couple of observations:

a) hose collapse has been report on JF in vehicles running
JF specified coolant ... old/cheap hose will do that .. nothing special
except that the particular owner has not kept up with maintenance
or is clueless

b) the cooling system is designed to run at up to 15 psi
before venting, there is nothing that suggests it runs at 15 psi all of
the time ... otherwise everyone would be carrying jugs of coolant to
top up after every drive

c) on a healthy cooling system there is very little observable hose swelling,
and when it does occur it is usually after shutdown when there is no
coolant circulation and localised vapor pockets form

d) cooling systems often operate at zero or negative pressure relative to the
atmosphere ... think cold start and jumping on the throttle soon after. still no
hose collapse

e) the cooling system *is* pressurised even if there is no vapor pressure. it
is mechanically pressurised by the water pump. even the lower rad hose which
is the mythical collapsing hose because the thermostat presents a restriction
even when fully open


might as well just tack this on here:

http://www.roymech.co.uk/Related/The...tTransfer.html

 

No idea of the content, but I figure it might be relevant.

I think it's unlikely that someone could afford to buy an
endorsement from him.

 

48 page powerpoint as a PDF:

http://www.foresteruniversity.net/sl...s-Coolants.pdf

 

Not at all.

Putting aside that our cars have 'dumb' coolant temp gauges and cannot be used to measure any change in system behaviour, the actual coolant temp would remain constant until such time as the thermostat ran out of authority.

None of us know how much margin the S-types have. Avos' experiment indicate that it's sufficient to deal with the conditions so far.

 

That makes three of us, at least.