Evans Waterless Coolant provides distinct advantages over traditional water-based coolant. The absence of water avoids the formation of vapor, high pressure and boil-over, and prevents corrosion and electrolysis. Evans’ high boiling point and lower freeze point allow a wider, and safer operating temperature range. The benefits derived from Evans can be achieved in most vehicle applications and engine types, although Evans’ performance may vary depending on cooling system configurations.
The Benefits of Using Evans Waterless Coolant
Heat Management: Evans high boiling point virtually eliminates vapor in the engine, ensuring constant liquid-to-metal contact. Evans draws more heat from the engine, and may lead to slightly higher coolant gauge temperatures (by 5 to 10 degrees). Heat management is improved as engine component temperatures are kept under control.
Lower Pressure: Evans’ lower system pressure reduces stress on hoses, seals and gaskets.
What is the right coolant for my use?
High Performance Waterless Coolant: Cars and light duty trucks.
Heavy Duty Waterless Coolant: Heavy-duty diesel trucks, and off highway equipment
Powersports Waterless Coolant: Motorcycles, ATV's, UTV's, and snowmobiles.
How much coolant will I need?
EVANS is a stand-alone coolant, not to be mixed with water. You need enough to completely fill the entire cooling system. Check your owner’s manual for coolant capacity.
How much PREP do I need?
If you cannot fully drain the system; Open the lower radiator hose and block drain plugs if accessible, and heater core. Allow to empty and force high volume air to purge remaining coolant. Fill with Evans PREP Fluid, run the vehicle to circulate and drain again. This would require approx. 75% of the system volume of PREP. Alternately, smaller quantities of PREP can be used to flush through a component, or plumbing.
Will Evans lower my engine temperature?
Typically no. Vehicles running under normal operating conditions should show either no change or a slight increase in temperature, but that will depend on cooling system configuration, as well as driving conditions. Certain systems that use incompatible components, have an existing problem, or are poorly designed could run hotter. The ability to lower the operating temperature depends on multiple factors, primarily coolant flow volume and air flow temperature. For example, multi pass radiators will result in higher temperatures due to decreased coolant flow volume vs large tube multi row radiators that improve coolant flow. Different thermostats may increase flow volume because of less restriction.
Water-based coolant boils at a temperature only slightly higher than the operating temperature of the coolant. Localized boiling releases water vapor that can only condense into coolant that is colder than the boiling point of water. Vapor that doesn’t condense occupies a volume that displaces liquid coolant. Hot engine metal, insulated by water vapor, becomes an engine “hot spot” that can cause pre-ignition and detonation. Evans’ high boiling point means it will not turn to vapor.
Why would Evans make my engine run hotter?
A system which is highly optimized for water, with restrictive flow and high-pressure differentials, can cause slower circulation with EWC. Evans’ high boiling point of 190°C (The boiling point of 190°C should not be confused with the actual operating temperature. Under most conditions the operating temperature will be more than 65°C below Evans boiling point) means the coolant will not boil, but if held longer in the engine, it can pick up more heat. The coolant temp is what your gauge reads; if the rest of the system is capable and compatible, Evans can draw more heat away from the metal, like a sponge, and the “engine component temps” are actually improved and stabilized.
What other changes or modifications will affect performance of Evans?
From a "creation of heat" perspective, any mods to make additional horsepower will introduce greater potential heat load into the coolant and may call for other cooling system upgrades. More fuel used = more heat, and about 1/3 of all the heat created is managed by the cooling system. Evans' published radiator recommendations, and other tech info is made available to address this, and since all applications differ, specific details can be discussed by calling Evans tech support, T. 03 9360 4333.
From a "heat management" perspective, Evans Waterless Coolant will generally respond favourably to increases in coolant flow, and/or minimizing restrictions to flow. Changes made to "improve" a water-based coolant system, before or after installation of Evans, should keep that in mind. Effected components include radiator, plumbing, thermostat, coolant pump, and pulleys. Proper system configuration and function for the application is always a part of the puzzle, and can become even more important, considering EWC's ability to "bring" more heat load to the air-side of the system.
In applications with turbochargers or superchargers, what will change with Evans?
Exhaust-driven (Turbochargers) and Engine-driven (Superchargers) are compressors, and introduce more under-hood heat load, because they compress the engine's intake air, which heats both the air and the supercharging device itself, considerably. A turbocharger can experience localized temperatures in excess of 600 degrees C. If a forced-induction compressor uses engine coolant for cooling, it will introduce greater temperature to the fluid. If a "liquid-to-air" heat-exchanger, AKA "charge-air cooler", "aftercooler" or "intercooler" is installed, which uses engine coolant as a medium to remove the heat from the compressed intake air (which makes the air denser), there will be additional heat added to the coolant as well. Further, the additional horsepower realized by the ability to add additional fuel to the highly compressed, dense intake air, will also add heat to the coolant, through higher engine temperatures (i.e. cylinder head, manifolds, etc.)
The net result of all this can be extremely stressful on water-based coolant. Water is considered the best heat-transfer medium, in its liquid state. But it will readily boil in the compressor, and the cylinder head. The temperatures reached by the coolant in a "liquid-to-air" charge-air-cooler, are typically not above water's boiling point. The system's coolant-routing comes into effect as well; necessary for circulation, the coolant will return from these accessories back to the pump and recirculate back through the engine in part. The total radiator and "air-side" capacity needed in a vehicle with forced-induction, can be double (or greater), than what is needed just to cool the engine from normal atmospheric combustion operation. Bottom line—in such an installation, the "coolant" has a lot of work to do. It may be necessary for the "coolant" to be very hot in the process.
Evans can be used effectively to cool these high-temperature components, because it's resistance to boiling can allow greater heat transfer. However, the plumbing to these accessories is often relatively small, and can hinder circulation with the greater-viscosity fluid. Observed coolant temperature may increase, due to the lower specific-heat of the waterless coolant, plus the non-optimized flow characteristics. Control of component temperature, and system pressure and stress, can still be improved.
Further, if a system is optimized for the properties of waterless coolant, excellent efficiency and very comfortable "operating temps" can be realized, without approaching the failure point of the coolant.
Will waterless coolant work in my Intercooler?
Air-to-Liquid Intercoolers act like a "backwards radiator", absorbing heat from the compressed air into the coolant. From a heat transfer standpoint, liquid water is best. Intercoolers typically do not see water temps above boiling point, so the benefit of waterless coolant for stabilizing or lowering the temperature is less evident than in the engine radiator. Where corrosion is a concern Evans offers long term protection but will not necessarily show an improvement in intake-air temperature.
What radiator type is best to use with Evans?
Evans recommends single-pass radiators as they have less flow resistance than multi-pass radiators. The following are minimum radiator core suggestions:
300HP or less without AC.........................4 rows: ½” tube copper/brass
300HP to 400HP with AC..........................2 rows: 1” tube aluminum
400HP to 600HP....................................... ..2 rows: 1.25” tube, aluminum
600HP and above........................................3 rows: 1” tube aluminum
OR 2 rows: 1.5” tube aluminum
Is it necessary to change the radiator cap?
No, a different radiator/pressure cap is not required. Evans waterless coolant expands slightly as it warms, creating pressure of 3–5 psig, and the existing cap does not need to be changed.
Do I need to get ALL of the old coolant / water out?
Excessive water content will lower the boiling point and may reduce the corrosion protection. A successful conversion is ideally below 3% water. If water content exceeds 3%, drain a portion from the system and add back new Evans waterless coolant until below 3%.
The conversion process is not complicated but should be done thoroughly and according to written instructions. Instructional videos on the Evans website may help with specific vehicle types.
Basic Installation Procedure:
1. Drain all old water-based coolant out from radiator, block, and heater core if accessible.
2. Use high volume air to force out remaining coolant
3. Fill with Evans Prep Fluid (waterless flush) and run for 15 minutes to circulate.
4. Allow to cool and drain out Prep Fluid in same manner as old water-based coolant.
5. Fill with Evans waterless coolant and run for 15 minutes to circulate. Top off as necessary.
6. Test for water content to confirm less than 3% water. Water content can be measured with a refractometer or a sample can be sent to Evans for testing.
How often do I need to replace Evans?
It may depend on use, and conditions the vehicle operates under. For cars that sit for long periods, such as in a museum or a collection, Evans can last the life of the engine, and no periodic addition of additives is required, nor should any ever be added. Evans recommends inspecting the cooling system at least once a year to ensure water content remains below 3%, Evans Refractometer maybe used or send a coolant sample to Evans for a free analysis.
Will Evans trigger limp mode prematurely?
Possibly. Vehicle manufacturers set the engine control on some models to trigger "limp mode" at certain coolant temperature levels. In limp mode, power is reduced so the engine creates less heat to allow the cooling system to catch up. These settings are based on the failure point of water-based antifreeze, whereas Evans’ higher boiling point allows safe operation at higher temps. Vehicles in powersports that incorporate limp mode programming are usually the larger ATVs, UTVs, and snowmobiles. Teams that race these machines with Evans Coolant defeat the limp mode function because it is not needed to protect their engines.
Will the use of Evans potentially melt plastic parts?
This is not typically a recreational rider's issue. If the radiators get clogged with mud and the rider keeps pushing, the coolant temperature will go up. With water-based antifreeze, the bike can overheat, and the rider will need to stop, or damage may occur. With Evans Coolant, the only issue with high coolant temperatures is the potential of plastic part failure. "T" or "Y" plastic hose connectors that connect 3 hoses together can melt under extreme conditions, typically in tough racing conditions like a mud race. A silicone hose kit that eliminates the plastic fittings and an aftermarket pump impeller will alleviate the issue.