![]() We were on a narrow country road, with banks and high hedges on each side. I got a staff member with a big SUV to give me a jump start, and I headed off the two miles to the event.īy the time I got there I was late, and I had to immediately join the start queue, changing into my race gear on the side of the road, not daring to turn the engine off, what with the flat battery. It kept kicking back, until eventually the battery was totally flattened. However, when I got up the following morning and was leaving my accommodation to go to the event, no way would the cold engine start. The engine seemed to be running very well all the way. That week-end I drove around 100 miles to the event. However it did start, and there was a noticeable increase in power on my 15 mile drive home. It seemed to me that there was excessive static advance. Starting up afterwards I noticed there was a lot of kickback. I proceeded to my local rolling road, and had him set it up using the initial map. I achieved a long term ambition of fitting a mapped ignition system (DTA ) with a Valeo twin-coil pack. However this summer I had an unfortunate set of circumstances that almost ended in disaster. I even managed the 40 mile drive home afterwards without the engine failing. ) at the end of each run, and I was leaving a smokescreen behind that would hide a battle-ship. The temp gauge would be off-scale high ( 140 C. In fact, one hill-climb weekend I was able to do 5 runs each day over the two days with a blown head gasket. It?s not highly inflammable, but if it drips on to your exhaust pipe (my rad filler cap is on the thermostat housing ), or if it gets into the cylinders due to gasket failure, it creates quite a dense white smoke from the exhaust If you spill it on the garage floor or on paving it does not evaporate, due to the high boiling point/low volatility. Two undesirable characteristics I discovered were :ġ. The fact that Evans coolant has a boiling point of 190 C meant that coolant would never boil and blow the rad cap.Įvans also make a point of telling how it prevents local boiling at hotspots in the cylinder head, but on reflection, I can?t say they have ever been evident or have been a problem. So a system that has practically no pressure was attractive, the coolant hoses and joints were not pressurised, you could come off the track and remove the rad cap straightaway to check coolant level. What influenced me was that over the years I have had quite a few problems with water leaks, burst hoses, loose connections, as well as a few blown head gaskets. I converted my water/antifreeze cooling system to Evans waterless coolant about 5 years ago. Specified coolant for Rotax Aircraft Engines, Type 912 and 914 (series).Here is my experience with Evans coolant. ![]() ![]() 300 or more HP recommend use: aluminum radiator and 7 psi cap. Because there is no water in the system engines operating with NPG+ will be free from corrosion and electrolysis, and the engines will run well no matter how hard they are driven or how hot or cold the environment is.Įvans Blended Waterless Coolant is recommended, for street use and racing where ethylene glycol use is permitted, long life Coolant. ![]() NPG+ waterless coolant virtually eliminates boil over in gasoline or diesels - the waterless coolant allows engines to tolerate running hotter, without boiling over, and allows the cooling system to run at very low or no pressure. Conversion to NPG+ waterless coolant from the use of conventional antifreeze and water coolant mixes, to take advantage of the benefits of non-aqueous engine cooling, is now simple to accomplish. NPG+ is new coolant providing dramatic improvements in heat transfer and viscosity that make the new fluid a "pour-in," not requiring changes to cooling system components.
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