Coolant Temp/Syn Oil

[rocco16 at sbcglobal.net (Larry Fry)]

I wasn't arguing the higher-coolant-temps-equals-more-power (in my mind, the 
jury is still out...way out...on that one),  I was arguing the 
violent-burn-equals-more-power statement.  So, the Evans site is N/A, as far 
as that discussion goes.

 Just remember, the Evans site is an advertisement, not an SAE paper.   :)

Oh, yes, one other thing:  if hot fuel makes more power, why do drag racers 
ice their fuel lines in cool cans?

Larry
sandiego16v




> I apologize, David.
> * ----------------------
> * Apology accepted...
>
> Since you did not state a case, but simply made a remarkable statement,
> what I SHOULD have said was, "I disagree: a smooth, controlled 'burn' is 
> the
> key to max power output and engine longevity."
> ----------------------
> * Did you read the info on the Evans site?  There are folks who have 
> gotten
> way better mileage and power by 1) making the engine hotter, or 2) by 
> making
> the fuel hotter.  I am not talking of making the intake charge hotter, 
> that
> will increase ping...
> *
> * Here is the Evans link again;  http://www.evanscooling.com/main25.htm
> *
> * Hit technical info on the upper left.  More power and economy from 
> higher
> engine temps.  BTW, he has been fighting with GM for many years, they have
> attempted to steal his cooling technology...
> *
> * An excerpt;
> EVANS NPG(tm) COOLING is a new technology, a system initially developed 
> for
> cooling race engines to reliably increase power. It does that and much 
> more.
> It's a racing-tested engine cooling breakthrough! The technology is 
> centered
> around a revolutionary new coolant, non-aqueous propylene glycol (NPG). In
> addition to our own race teams and testing programs, NPG technology has 
> been
> proven in many different racing vehicles, street machines, trucks and
> motorcycles. Evans NPG has been run in 2000 HP drag cars, cross country
> vintage racers big block modified cars. EVANS NPG has also been proven
> invaluable in all makes of Motorcycles; Exotic high horsepower racing 
> bikes
> to 1500cc, 6 cylinder touring bikes. Some of todays high performance 
> street
> machine put just as many demands on your engine and its' cooling system as
> some race cars. With required engine polution and emmission control 
> systems,
> air conditioning, and other such drains, street engines can experience
> tremendous stresses. Our NPG is ideal for such applications with the
> addition of our NPG optimized components, almost any setup can be
> efficiently cooled - reach uncompromising maximum performance.
> Engines have the capacity of operating at much higher efficiencies which
> lead to higher power production. The limiting factor has always been the
> conditions imposed by water-based coolants, including low boiling point 
> and
> excessive vapor generation. These conditions cause localized coolant
> boiling, vapor blanketing at hot spots and the resultant destructive
> detonation and pre-ignition. In some applications, coolant alone will
> improve fuel economy and reduce emissions; in others simple mechanical
> modifications may be required.
> When vapor blankets the surface, water-based coolants lose their ability 
> to
> absorb heat from the hot spots in the combustion chambers, leading to high
> metal temperature spikes well above critical levels. The result is loss of
> power from detonation or component structural failure from pre-ignition in
> the form of piston damage, head gasket failure, and/or warped or cracked
> heads.
> Water-based coolant is operated near its boiling point. Cylinder liner
> cavitation erosion is caused by vibration-induced high frequency pressure
> changes at the metal-coolant interface. Coolant, near its boiling point,
> makes vapor bubbles that abruptly collapse against the metal surface,
> causing erosion of the metal. EVANS NPG Coolant contains no water and is 
> not
> operated near its boiling point.
> The boiling point of EVANS (non-aqueous propylene glycol) NPG Coolant is 
> 370
> degrees F in a non- or low-pressurized system. The coolant is normally
> controlled at conventional temperatures but functions perfectly well at
> higher temperatures, even considerably higher temperatures.
> Detonation/pre-ignition control and previously forbidden combustion 
> chamber
> pressures and temperatures are no longer the danger they were to thermal
> engine efficiency and durability.
>
> I found this under the 'high-performance' link.
>
> *
> Your statement that a violent burn (of the gas) will result in harnessing
> "all the power" goes against what I have learned about
> our reciprocating engines and their combustion processes.  Either that or 
> I
> was asleep in class.  :)
>
> That's my "case".  :)
>
> Larry
> sandiego16v
> I will admit that higher coolant temperatures goes against conventional
> wisdom.  Be that as it may, convention tends to have a tendency to only
> respect the status quo.  Draw your own conclusions from reading this, or
> looking further into Evans' site, or by talking with me.
> I am no engineer, but to be completely frank, this shit works.  My ass may
> be out of calibration on a few things, but I know I have more power 
> because
> of Evans, which naturally runs hotter than traditional coolant.  Did I
> mention that I have 28 degrees of basic mechanical advance on my JH, with 
> no
> pinging? And it runs great...
> I doubt you fell asleep in class, you were too keen to remember it in our
> past discussions.  However, I do believe you might have fallen asleep in
> past discussions on this topic, this is not the first time I have 
> mentioned
> higher temps= power...  ;-)
>
> David
>
>
>
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