X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ms-smtp-05.southeast.rr.com ([24.25.9.104] verified) by logan.com (CommuniGate Pro SMTP 5.1.9) with ESMTP id 2074813 for flyrotary@lancaironline.net; Wed, 30 May 2007 11:59:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.104; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-103-061.carolina.res.rr.com [24.74.103.61]) by ms-smtp-05.southeast.rr.com (8.13.6/8.13.6) with SMTP id l4UFwOiw027768 for ; Wed, 30 May 2007 11:58:25 -0400 (EDT) Message-ID: <000a01c7a2d3$5f6a0010$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" Subject: Evans Coolant Date: Wed, 30 May 2007 11:58:32 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01C7A2B1.D8029EF0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C7A2B1.D8029EF0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I have mentioned several times in discussions regarding the EVANS = coolant that to really gain benefits from its use that the coolant flow would = have to be increased to ensure the removal of adequate heat from the = engine. The fact that the EVANS has a 300F+ boiling point may delay = "boil over" but it does little to protect our rotary's because they are = cooked long before that point is reached. In fact, the 250F boil over = of the 50/50 mixture pretty much ensures that if you reach those temps = you have probably cooked your engine. However, preventing Boil-over (as = Al Wick has mentioned) is a worthwhile consideration. But, all that aside, my point was that give the lower specific heat and = the fact that the rotary engine is more constrained temperature wise- = means that to flow the same amount of heat out of your engine per unit = time with Evans - you MUST increase the coolant flow rate. IF you do = increase the flow rate with Evans to the point that the coolant = temperatures are within the limits for the rotary then you stand a much = better chance of benefiting from using EVANS. I happen to notice in reading material on the EVANS coolant, that the = above point is also made by them: This is a direct quote from material = on their web site. "THE EVANS SYSTEM=20 Since the Evans coolant possesses different flow and thermal = characteristics than normal EGW, some changes are in order. First, there = is no need to use a pressurized cooling system, but an overflow bottle = is necessary due to the expansion rate of the coolant. Evans markets 0- = and 4-lb. caps for most radiators. The low-pressure cap is used to keep = coolant loss in check on late-model engines. To totally optimize this = system, a high-flow Evans water pump, thermostat and radiator should be = installed. Working with data from the field, most late-model performance = cars, unless approaching the 650-hp level, can reap substantial = performance gains with just the installation of the Evans coolant and = high-flow thermostat. Realizing the huge potential for power generation = through the use of this coolant, Evans has designed many ancillary = components to maximize the potential for late-model fuel-injected = engines. Pulleys to increase stock water pump speeds, water pump = application for TPl, 5.0s and Buick GNs along with radiators. " Note the reference to late-model performance cars is a reference to the = fact that these newer engines are designed for and operate at higher = coolant temperatures (more fuel efficiency) than previous engines (or = our rotary engines). The point is as EVANS points out - there are some definite benefits to = EVANs. However to gain the maximum benefit and given our rotary's lower = temperature limits, I personally believe these changes are essential if = you want a system that keeps you engine within safe limits.=20 The changes Evan's mentions include high flow pumps, pulleys for faster = flow, high flow thermostat and high flow radiators. This implies (to me = at least) that if you are going to use Evans then you need to design = your coolant system for its use from the git-go. My trouble-making 0.02 {:>) Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.dmack.net/mazda/index.html ------=_NextPart_000_0007_01C7A2B1.D8029EF0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I have mentioned several times in discussions = regarding=20 the EVANS coolant
that to really gain benefits from its use that = the coolant=20 flow would have to be increased to ensure the removal of adequate heat = from the=20 engine.  The fact that the EVANS has a 300F+ boiling point may = delay "boil=20 over" but it does little to protect our rotary's because they are cooked = long=20 before that point is reached.  In fact, the 250F boil over of the = 50/50=20 mixture pretty much ensures that if you reach those temps you have = probably=20 cooked your engine.  However, preventing Boil-over (as Al Wick has=20 mentioned) is a worthwhile consideration.
 
But, all that aside, my point was that give the = lower=20 specific heat and the fact that the rotary engine is more constrained=20 temperature wise-  means that to flow the same amount of heat = out of=20 your engine per unit time with Evans - you MUST increase the coolant = flow=20 rate.  IF you do increase the flow rate with Evans to the point = that the=20 coolant temperatures are within the limits for the rotary then you stand = a much=20 better chance of benefiting from using EVANS.
 
I happen to notice in reading material on the = EVANS=20 coolant, that the above point is also made by them:  This is a = direct quote=20 from material on their web site.
 
"THE EVANS SYSTEM

Since the Evans coolant possesses different flow and = thermal=20 characteristics than normal EGW, some changes are in = order.=20 First, there is no need to use a pressurized cooling system, but an = overflow=20 bottle is necessary due to the expansion rate of the coolant. Evans = markets 0-=20 and 4-lb. caps for most radiators. The low-pressure cap is used to keep = coolant=20 loss in check on late-model engines. To totally=20 optimize this system, a = high-flow=20 Evans water pump, thermostat and radiator should be = installed.=20 Working with data from the field, most = late-model=20 performance cars, unless approaching the 650-hp level, = can reap=20 substantial performance gains with just the installation of  the=20 Evans coolant and high-flow=20 thermostat. Realizing the huge potential for power = generation=20 through the use of this coolant, Evans has designed many ancillary = components to=20 maximize the potential for late-model = fuel-injected=20 engines. Pulleys to = increase stock=20 water pump speeds, water pump application for TPl, 5.0s = and=20 Buick GNs along with radiators.  "

Note the reference to late-model performance = cars is a=20 reference to the fact  that these newer engines are designed for = and=20 operate at higher coolant temperatures (more fuel efficiency)  than = previous engines (or our rotary engines).
 
The point is as EVANS points out - there are = some definite=20 benefits to EVANs.  However to gain the maximum benefit and given = our=20 rotary's lower temperature limits, I personally believe these = changes=20  are essential if you want a system that keeps you engine within = safe=20 limits. 
 
The changes Evan's mentions  include high = flow pumps,=20 pulleys for faster flow, high flow thermostat and high flow = radiators. =20 This implies (to me at least) that if you are going to use Evans then = you need=20 to design your coolant system for its use from the git-go.
 
My trouble-making 0.02 {:>)
 
Ed
 
 
 
 
 
Ed Anderson
Rv-6A N494BW Rotary = Powered
Matthews,=20 NC
eanderson@carolina.rr.comhttp:/= /members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda= /index.html
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