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I have used it in my airplane. It worked OK but since the heat capacity is lower it did not cool as well and may have been part of the reason my first engine was prone to detonation. In my application it needed the same pressure cap that EG uses. It was the coolant in the system when I lost all my coolant and had to land on HWY 395, though I do not blame the Evans.
I stopped using it and went back to regular EG because of heat capacity, availability during away-from-home repairs, and possibly because of poorer circulation due to increased vescosiy.
Dave Leonard
On Thu, Oct 10, 2013 at 10:05 AM, Gordon Alling <gordon@acumen-ea.com> wrote:
This appears interesting. I looked at the website and was unable to find the heat capacity of the fluid. The higher boiling temp may not be helpful if the heat capacity is such that you need a large delta T to transfer the same amount of heat as a water-based system.
One must also consider the effect of the higher operating temperature on engine oils. At some temperature, oil loses its lubrication ability. I don’t know what that temp is but assume it is different for different oils. Just because the coolant allows higher operating temperatures, doesn’t mean one should do that.
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Michael Silvius
Sent: Thursday, October 10, 2013 1:19 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] waterless coolant?
While on the subject of cooling, I am curious if anyone has tried the waterless coolant? Seems to offer some advantages, namely higher boiling boint and low pressure, is there any reason it should not be used in our aplication?
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