Third, what is the total capacity of the cooling system.
Second, the compression ratio of the engine (usually higher compression ratio equates to more Btu's rejected). The first being how much more reject heat the cooling system must handle. Its not a function of simply displacement, but a compilation of several factors, in my opinion. Sometimes my GTX will bump up to 220☏ without any detrimental issues.but every application is different. Or are you concerned about possible head gasket failures? You mentioned that for your application that 210° F is too high.why? Carb fuel percolation or vapor lock issues? Hopefully its not one of the "they said issues" if you exceed 195° F your rear wheels fall off or something to that effect. With a 50/50% mix of ethylene glycol and water and 16# system pressure the boiling point is increased to ~265° F. For every pound pressure increases the boiling point by 3☏. The idea of increasing system pressure is to raise the boiling point of the coolant. But.where are you measuring the temperature? Up front just below the thermostat, which will provide the best AVERAGE temp or somewhere else? Cooldown additives are nothing more than than ionic surfactants (water wetting agents) that break down the surface tension of the coolant to promote (or advertise) reductions in temperatures by making water "wetter". Just plain water will likely provide the best performance but you should consider using a corrosion inhibitor, especially if you have aluminum heads or radiator. Its very likely that your next door's neighbor's brother-in-law's cousin's best buddy's friend will have a different view point.īTW.for my application, I use a Flowcooler pump driven at the standard crankshaft to pump sheave ratio with the 2906070 fan clutch, 7 blade fan, with a shroud and 2998956 radiator with 60/40% mix of Dexcool with a 16# cap with out over heating (185☏ - 210☏) in all conditions (cruising Woodward Avenue Detroit Michigan on a 95° F day). BUT the laws of Thermodynamics applies regarding heat transfer characteristics of automotive cooling systems. The Evans Coolant supporters will argue their point as to why their system is best. Water has a specific heat characteristic of 1.0 additions will reduce this number but add the necessary corrosion inhibitors. In addition, the specific heat characteristics of the coolant is an important consideration in the effectiveness of the system. The tubes only convey the coolant from the inlet to the outlet and only play a small part to the heat exchanger surface area. The radiator's effectiveness is directly attributable the number of fins per inch (air side), the higher the fin per inch count the better. In spite of what you have heard or have been told velocity (the faster the better) is the key to effective and efficient heat transfer in both the engine (heat gain) and radiator (heat loss). The pump that circulates the HIGHEST VOLUME without cavitation at the highest flowing PRESSURE for the average operating condition would be the best selection.
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