RanchoPower

Maintenance

Secondary Benefits of NPG Coolant:

For Gasoline Engines:

• Non-pressurized: (or low pressure, i.e. 4.0 psig) decreased leaks, lower pressure parts, decrease of thermal flexing or cycling (component life extended), elimination of accidents resulting from accidental removal of radiator caps from hot engines.
• Allows for a totally closed system (Hermetically Sealed) requiring no service checks and is not subject to contamination.
• Improved stability of engine operating temperatures.
• Improved aerodynamic styling. The radiator no longer needs to be higher than the engine and can be placed anywhere.
• Weight reduction possible if higher coolant temperatures are used. Smaller radiators, less coolant, light-weight metals (such as magnesium for engines), small cooling jackets in the engine, smaller fans.
• Decreased duty cycle of coolant fan for the same coolant temperature by allowing for higher temperature excursions for short intervals with no adverse effects on the engine.
• Faster combustion chamber metal surface warm-up, CO reduced in start-up (liners get hot faster) mostly because of lower specific heat of cold NPG.
• Elimination of premature spark plug failure and head cracking by better cooling of head.
• Reduction or elimination of pre-ignition and detonation:
  • Reduce head distortion and cracking at high compression and supercharged / turbocharged boost levels.
  • Reduce head gasket fire ring failure.
  • Reduce piston dome and ring failure.
  • Reduce valve face sinking (“tuliping”).
  • Reduce rod bearing failure (caused by cylinder pressure, detonation related, spikes).

In the picture you will see I am coming to a stop at a toll booth and my engine is hot already, Am I? NO! I was concerened why my temps over time kept rising, this was because my 40 year old radiator finally clogged up. EVANS coolant kept from me having to be broke down, no boilover no blown hoses no problems other than elevated temps.  Half the Radiator core was clogged and I drove like this for some time, even Racing the vehicle on Fri nights!  does your COOLANT provide that kind of performance?

As a result of localized boiling, there is a layer of vapor which can build up on the surface of the hot metal within the coolant jackets. That layer keeps the coolant from coming in contact with the hot metal surface. The temperature of the metal covered by the vapor pocket increases, causing a “hot spot”. The hotter the spot, the more vapor produced, the larger the vapor pocket becomes, and the higher this critical metal temperature rises. These “hot spots” become so hot that they become secondary “spark plugs” or ignition points and are the cause of engine performance limitations (ignition instability) and emission problems. Thus it has been an important goal of the Evans Cooling System to reduce the vapor build-up on the hot metal surface and reduce or eliminate “hot spots”.

Vapor, which is created from localized boiling, actually affects the cooling efficiency of the engine. Large amounts of vapor in the cooling system decrease the amount of liquid to metal contact throughout the cooling system, reducing the ability of the cooling system to remove heat.

In addition as the engine and cooling system is used under stressed conditions or in higher ambient temperature locations, coolant temperatures typically rise above 220° F. As EGW coolant temperatures increase above 220° F, the vapor which is generated cannot be recondensed efficiently inside the system and can be seen as cloudy coolant. Often at about 220° F the pump starts to cavitate and the flow rate of the coolant starts decreasing , increasing further the temperature of the coolant. This results in additional cavitation and the loss of coolant through overflow vents. Evans has developed computerized models of EGW cooling systems which generate vapor tables plotting this phenomenon. These theoretical vapor tables track empirical test data very accurately and are proof that vapor is constantly being generated and recondensed. The vapor tables also allow for accurate design predictions of system components size requirements identified during dynamometer testing.

In examining the vapor generation it became apparent that water is the reason for such a high amount of vapor production within the engine with resultant “hot spots”. Water is the cause of cavitation. Water is the reason for requiring pressurized cooling systems to elevate the acceptable operating coolant temperatures above the boiling point of water. Even so the coolant temperatures cannot exceed 224°F for pressurized water. Therefore the use of water as a coolant requires adding poisonous ethylene glycol to raise the pressurized boiling point to 250° and decrease the freezing point. Water has been found to be the reason that additives used for corrosion deplete and “fall out”, causing limited coolant life. Water is also the cause of corrosion of parts inside the cooling system and in some systems the resultant accumulation of high concentrations of lead and other heavy metals in the coolant after prolonged use. The solution was to remove the water from the coolant.

In choosing the proper replacement coolant Jack Evans, the inventor, attempted to solve a number of problems: the toxicity/waste stream environmental issue, the cavitation issue, the corrosive coolant issue, the heavy metal deposit issue, the depletion of additives issue, the liquid to metal contact or “hot spot” issue and the overheat issue.

Non-Aqueous Propylene Glycol (NPG) with additives to protect metal surfaces was chosen as the replacement liquid. Because of the specific heat and specific gravity differences between NPG and EGW coolants, it is theoretically necessary to increase NPG’s coolant flow approximately 27% over that for EGW to remove equal amounts of heat from the engine. In actual application however, where current cooling systems produce significant amounts of vapor, less flow increase can provide the same, and even increased, heat rejection. Since there is no water in the system to cause cavitation of pumps, the increased speed is easily achieved. The flow can be further increased to provide even better cooling of the engine. The physics of why NPG cooling allows for higher engine performance can be best understood by looking at how the vapor is managed

engines that run on tracks or in series where there is a “No Ethylene Glycol” rule. Can be used in high

performance street vehicles with high flow cooling systems. NPG is not recommended for daily drivers or

cold weather operation, and may require system modications to ensure a successful conversion.

Engines run more efficiently at higher temperatures.

Conventional systems limit how hot a gasoline or diesel

engine can run before serious damage occurs. Water based

coolants vaporize around 225° F at sea level. These systems

are pressurized to raise the boiling point to around 250° F.

Raising the coolant’s boiling point does not solve the problem

occurring inside the engine’s water-jacket.

Inside the water-jacket, heat-stressed critical metal surfaces

exceed the thermal capacity of water-based coolants. These

coolants boil, forming a vapor barrier at the metal’s surface.

This vapor barrier acts as an insulator and prevents efficient

heat transfer from the metal to the coolant, causing localized

overheating and vaporization of coolant. Eventually, when

released into the coolant, this super-heated vaporized coolant

does not condense when it returns to the radiator. It then

remains a gaseous barrier preventing heat transfer in the

radiator. The result with water-based coolants is continual

loss of cooling efficiency as the vapor circulates through the

hot engine and radiator. NPG+ bathes the entire cooling jacket

and significantly improves coolant surface effectiveness.

Heat transfers more efficiently from the metal to the vaporfree

liquid coolant and is carried off to the radiator for more

effective heat transfer. Unique only to Evans Coolants, any

vaporized NPG+ immediately condenses back to liquid while

still in the engine allowing the coolant to continually remain

vapor-free and absorb damaging heat on its way to the radiator.

When trapped heat is eliminated from the cooling system

most non-computer regulated engines can operate at higher

temperatures. Operating engines at higher temperatures

increases their efficiency. NPG+ permits most engines to

operate at higher temperatures without requiring any other

system changes often allow an increase in power output and

fuel efficiency.