Coolants and Cooling Systems

Coolants

Cooling Systems are an important aspect of engine life. This topic is hardly discussed and is often overlooked, we thought it has been a subject of long worth commenting about………by Radiator Masters, Inc. If you listen to the manufacturers of long life coolants, they would want you to believe that it is light years ahead of the old green stuff. Hmmm…..I’m not ready to say that. The reason is that long life coolant (LLC) has been out for quite a few years, in fact, it has been a decade already and people are still having problems with it,

Confusion is the ploy

The manufacturers of LLCs and the automotive manufacturers have done a good job of confusing everyone with all of the different colors and misinformation that’s floating around out there. Some brands like GM’s Dexcool don’t want anything else (supplemental additives) in the system. Most heavy duty brands tell you they have no Sodium Silicates or Nitrates/Nitrites or any toxic things in them. However, if you want it to last 600,000 miles you have to add those toxic extenders at the end of 300,000 miles as well as recharging the system at the regular 10,000 to 12,000-mile service intervals in order for it to go another 300,000. So it seems that it’s more of a marketing ploy which enables the manufacturer to say things like they don’t have anything in them which can cause silicate drop out. The new LLCs or the extended life coolants (ELCs) depends on what you want to call them, just causes more confusion! The manufacturers have done a good job of keeping the confusion going and they don’t really want you to know anything about the cooling system because poor cooling system maintenance is the cause of a lot of engine problems

Complacency in cooling system maintenance abounds

Elizabeth Nelson, the Coolant Program Manager with Polaris Laboratories a fluid testing service in Indiana says LLC can reduce maintenance, BUT they do not eliminate it! The danger is that fleet managers are getting more and more complacent about maintenance when Long Life Coolants are used; in fact, the perception is that we put it in and forget about it until we get to 300,000 miles. She went on to say “that in general, many truck users ignore the cooling system but local fleets are worse than over the road operators. It’s a struggle to get the trucking industry to pay more attention to the engine’s cooling system, to the products they use and how to maintain it.”

Most LLCs and ELCs are very explicit in their instructions on how to use supplemental coolant additives (SCAs) in trucking and heavy-duty equipment applications. To follow that statement, most equipment service managers or technicians do not follow the instructions provided to ensure that the proper protection is accomplished! The most common infraction of these is the fact that the incorrect charge water filter is installed at the time of service. This can lead to serious cooling system damage. In order to extend the life of LLCs and ELCs, it is necessary to periodically go through a cleaning procedure using highly toxic chemicals and is very time-consuming. Do you suppose that very many are using this required maintenance procedure?…..it’s doubtful.

Keeping your cooling system clean

The long life coolants won’t do any cleaning. No one talks about the importance of cleaning. The cooling systems of yesterday and today’s cars and trucks needed to be cleaned (and kept clean) and the systems of the cars and trucks of the near future are going to need to be cleaned on an ongoing basis. The best product, as well as the easiest to use in our estimation to accomplish this is RMI-25 Cooling System Treatment. It is needed more than ever with the hotter running engines, especially the ones with the low emissions technology.

Air is the biggest culprit

It’s pretty hard to keep air from entering a cooling system as time goes by. Often, things can loosen up and you can get a leak in a head gasket, which can let combustion gases into the coolant. This condition will quickly degrade any type of coolant, even Long Life Coolant. Overflow tanks are made to let air burp out of the system and not let it back in. It allows for expansion of the coolant. But if you let the coolant level get past the lowest level mark on the tank, air will be pulled into the radiator upon cooling and then you have opened up a foothold for corrosion to form in the system. With some truck manufacturers, there is no overflow tank. Systems with expansion tanks that leave an air void in the top of the radiator to catch expelled coolant can result in getting corrosion in the engine even with long life coolant! And people wonder how did that happen?

Low emissions = high heat

Brian Etchells, Research Manager in the commercial vehicle group at J.D. Powers said “that a decline in engine satisfaction could be attributed to the introduction of the NEW LOW EMISSIONS technology engines in both the heavy and medium–duty markets; we’ve seen a marked increase in engine problems and decline in engine satisfaction with engine performance. New, Low Emissions technology makes engines run hotter than they do without this technology, putting a big demand on a cooling system that’s barely adequate, to begin with.” All the more reason to use a product such as RMI-25 and make sure the systems stay clean and in optimum condition.

Cutting corners costs money

A spokesperson for Chevron was quoted saying “don’t cut corners if you do, the high temperatures are going to cost you DOWNTIME. Operators who continue to ignore, or treat the cooling system poorly will have problems that they could have gotten away with in the past.” About the only corner that the majority of the trucking and auto industries have been cutting is the CLEANING aspect of cooling system maintenance.

The best solution to cooling system care

RMI-25 Cooling System Treatment is such an easy product to use because you get the cleaning whether you need it or not and then it protects after it has cleaned the metal. Rust and corrosion cannot sneak up on you like it can with the typical sodium nitrate borate type inhibitors. Let’s face it, corrosion and mineral deposits can happen even with long life coolant according to the experts……..but not if you use RMI-25 Cooling System Treatment. It cleans, protects, lubricates, inhibits, prevents cavitation and electrolysis, it also has a “water-wetter” additive which makes water a better coolant, combine those and include an oxygen scavenger and even a black light leak detector for an efficient formula to “keep it cool” at a surprisingly low cost. RMI-25 Cooling System Treatment does no harm when added to anti-freeze, whether it is the old “green stuff” or the Long Life Coolants, as it does not contain Silicates, Nitrates, Borates or Molybdenites in the formula; those are the chemicals which the anti-freeze manufacturers do not want to see added to their products. No dangerous chemicals to use and in its original form, it is non-hazardous, non-toxic and bio-degradable. In certain applications where freezing is not a concern, using RMI-25 with distilled water is all you need, thus you can eliminate the high cost of anti-freeze. Simply add 8 ounces of RMI-25 for every 5 gallons of coolant capacity in the system and recharge it every 15,000 miles or 300 hours for optimum efficiency. The capacities for most cars and light pick-ups is 5 gallons, diesel pickups and medium-duty trucks can be 7-1/2 to 10 gallons, and the larger types of diesel are mostly 20 gallons, some, even more, refer to the owner’s manual to be certain. RMI-25 Cooling System Treatment is recommended for all types of water cooled engines, whether gas, diesel, stationary, marine or other applications. Need more information? Contact your RMI-25 distributor or check our website: www.dfsalesmarketing.com So….. how good are they? LLCs & ELCs can be beneficial providing you “treat them right!”

Read our favorite article on the confusion about cooling systems.

Cooling System Information

COOLANT SENSOR

An engine-mounted coolant sensor monitors the temperature of the coolant. The sensor’s resistance changes as the temperature goes up. The sensor’s output voltage may be used to operate a temperature gauge or warning light, the cooling fan and various emission functions. It is also used by the engine computer to determine when the engine can go into “closed loop” operation (when the computer uses input from the oxygen sensor to regulate the fuel mixture.) A defective sensor can prevent the engine from going into closed loop, cause poor fuel economy and cause higher emissions.

COOLING SYSTEM

The cooling system’s job is to manage heat produced by the engine, to help the engine maintain warm up quickly and maintain a consistent operating temperature, and to provide heat for the heater.

COOLANT

The coolant is a mixture of water and antifreeze that circulates inside the engine and radiator. There are two basic types of antifreeze: ethylene glycol (EG), which is the most common, and propylene glycol (PG), which is less toxic to animals. Antifreeze is usually mixed in equal parts (50/50 mix) with water. With EG antifreeze, this provides freezing protection down to -34 degrees F and boilover protection up to 265 degrees F with a 15 psi radiator cap. Coolant needs to be changed periodically to renew the chemical additives that protect the cooling system against corrosion. The recommended change interval for traditional antifreeze (green and yellow) is two years/30,000 miles, and for the long-life coolants, it’s five years/150,000 miles. Since 1996, General Motors has used a long-life coolant called Dex-Cool that is dyed orange. Long-life antifreeze and ordinary antifreeze should not be intermixed, as doing so will shorten the service life of the long-life antifreeze to ordinary antifreeze. Rust, scale, and sediment can be removed from a cooling system by using a chemical cleaner and reverse flushing the system when the coolant is changed. Leaks can be prevented and small leaks sealed by using a sealer additive.

THERMOSTAT

The thermostat regulates engine operating temperature. It is usually located in a housing where the upper radiator hose attaches to the engine. The thermostat blocks the flow of coolant until the engine reaches a certain temperature (typically 195 to 210 degrees.) This speeds engine warm-up and reduces emissions. Thermostat failures are a common cause of overheating. Replacement thermostats must be the same temperature rating as the original. This is extremely important on late-model, computer-controlled engines that use the temperature reading from the coolant sensor to regulate the fuel mixture, ignition, and other emission functions. Some vehicles have thermostats with a “jiggle pin” vent that allows trapped air to escape from the engine when the cooling system is refilled with coolant.

WATER PUMP

The water pump is a belt-driven pump that circulates coolant between the engine and radiator. The pump consists of an impeller mounted on a shaft inside a cast or stamped steel housing. Failure of the pump shaft seal or bearing can cause noise and coolant leaks. A defective water pump can be replaced with a new or remanufactured replacement pump.

RADIATOR

The radiator is a large heat exchanger mounted in front of the engine. Airflow through the radiator provides cooling for the coolant that circulated through it. Most newer radiators are a “crossflow” design where the coolant flows from one end to the other. Older vehicles usually have “downflow” radiators where the coolant flows from the top to the bottom. Most newer radiators are aluminum, while many older radiators are copper/brass. Most radiators also contain a loop of pipe in the bottom tank or end tank for cooling automatic transmission fluid. A replacement radiator should have the same hose configuration (location and size) as the original and provide equivalent (or better) cooling. For towing applications and high-performance engines, a larger, thicker and/or more efficient radiator can be installed to improve cooling.

RADIATOR CAP

The radiator cap is a spring-loaded pressurized cap on the radiator that prevents coolant loss and increases the temperature at which the coolant boils. Pressure ratings vary from five to 15 psi. Caps should be replaced if they cannot hold their rated pressure. Replacement caps must have the correct pressure rating for the application to prevent overheating.

COOLING FAN

There are two basic types of cooling fan: belt-driven and electric (though a few vehicles have hydraulic fans that are driven by power steering fluid.) The fan increases airflow through the radiator for improved low-speed cooling. Belt-driven fans are mounted on the water pump pulley and may have a viscous clutch that allows the fan to slip at higher speeds when extra cooling isn’t needed. Electric fans may be mounted in front or behind the radiator and are powered through a relay. Some vehicles have a temperature switch to turn the fan on and off, while others use commands from the engine computer and coolant sensor to control the fan. Some vehicles have two electric fans, one of which may be used for the A/C condenser. A fan or fan clutch failure may cause the engine to overheat at low speed.

COOLANT SENSOR

RADIATOR AND HEATER HOSES

The radiator and heater hoses are flexible rubber hoses that carry coolant between the engine, radiator and heater core. Most applications have an upper radiator hose, a lower radiator hose, and at least two heater hoses. There may be an additional bypass hose or other connecting hoses. Some newer vehicles have “branched hoses” where one hose connects directly to another. Most original equipment hose is “molded” to shape, while some aftermarket replacement hose is “flex” hose that bends and can be used in a wider variety of applications. Hoses deteriorate with age and may leak, allowing a loss of coolant and allowing engine overheating. Replacement hoses must be the same diameter and length as the original. Always recommend new clamps.

BELTS

There are two basic types of belts: V-belts and flat (serpentine) belts. Belts are used to drive the water pump and other engine accessories. Belts deteriorate with age and should be replaced if frayed, cracked, glazed or oil-soaked. Replacement belt length and width must be the same as the original. On vehicles with serpentine belts, the automatic tensioner may also need to be replaced if it is sticking, making noise or cannot maintain proper belt tension. Belt idler pulleys should also be replaced if noisy, worn or sticking.

Cooling System Maintenance

Most Commonly Overlooked Points with Regard to the Cooling System

Radiator Pressure Cap: In addition to keeping air out of the system, the cap actually does more for anti-boil than a 50/50 mix of antifreeze. Every 1 lb. of pressure raises the boiling point of the coolant by 3 degrees.
Coolant Recovery Tank: An empty reservoir allows more air to be drawn into the cooling system. Air in the system is not a coolant and takes up space that could otherwise be used for coolant. More air obviously means more oxygen in the system. Oxygen allows rust, oxidation and cavitation erosion to thrive in the system. Aeration can speed up corrosion rates in cooling systems by 30x’s. It may also cause coolant foaming and overheat.
Keeping the System Clean: A clean system is vital to the overall efficiency of the cooling system. A 1/16th-inch layer of rust is capable of cutting an engine’s ability to dissipate heat by as much as 40%. Many additives specifically state that they are designed to work on clean systems only. Keeping the system clean will go a long way to reducing many cooling system failures. Also, a 1/16th inch of rust can raise water temperatures from 200ºF to as high as 700ºF.
Coolant Sensor: Often these are referred to as the Master Sensor because of the many functions they regulate. Corrosion on the sensor or low-level electrical charges in the coolant itself can send improper readings to the computer, causing a variety of problems.
Automatic Transmissions: 90% of automatic transmission failures can be attributed to overheating and varnish build-up. The cooler the engine, the longer the ATF life. For every 20ºF increase in ATF temperature, the oil oxidation rate doubles, causing the transmission to potentially wear out twice as fast.
Hoses & Seals: A neglected cooling system will drastically reduce the life of these components. In addition to the damage caused by rust and scale, many of today’s problems are caused by electrochemical corrosion, attacking the inside of the hoses and the surface of the seals.

The Proper Maintenance of this System is Money in the Bank! Engine cooling system short course on protection & maintenance

Environmental issues have required engines to run hotter in order to reduce exhaust emissions. Today’s engines run on the borderline of overheating.
We have found that many people neglect their cooling systems until it becomes a costly problem. A properly maintained cooling system will provide excellent service for many years. There is more to maintenance than just changing the antifreeze every two years. Little things like replacing hoses and keeping the air flow clean and unobstructed are also very important. The cooling system is just that; a system. We are not just talking about a radiator; but a water pump, hoses, fan, heater, thermostat, engine block, and head(s). The antifreeze we put in our cooling system contains a minimal amount of protection against rust, scale, and forms of corrosion.
Cooling system efficiency requires cleanliness. Antifreeze has no cleaning effect. People use tap water (which usually contains minerals) to add to antifreeze. These minerals can quickly overcome the additive package in antifreeze. The additive package in antifreeze is consumed whether you drive or not. The protection from freezing and additional boil-over protection remain the same even when the additives are used up.
A simple check for a freeze or boil-over protection will tell you nothing about the rust, scale, corrosion, lubrication factor, electrolysis, cavitation, erosion, and pitting that is going on in your system.

Cooling System Facts

A national survey found 7 out of 10 vehicles contain rust and scale
Over 60% of water pump failure can be attributed to seal failure.
Over 50% of engine failures can be attributed to cooling system failure.
Just 1/16th of an inch of deposits on 1 inch of cast iron is equivalent to 3-1/2 inches of cast iron, reducing heat dissipation by 40%.
If you are overdue for cooling system maintenance, the deposits have begun to build up. If you had a radiator rotted out because of deposits, the engine block and head(s) are in the same condition. Hot spots in the block and head(s) cause engine detonation (ping) and can shorten lubricant life. DO YOU THINK A 30-MINUTE FAST FLUSH WILL REMOVE WHAT IT TOOK YEARS AND TENS OF THOUSANDS OF MILES TO BUILD UP? NO WAY! PLUS, MOST FAST FLUSHES CONTAIN ACIDS, WHICH DO CAUSE DAMAGE TO COPPER, ALUMINUM, BRASS, AND ZINC ALLOYS.
REFER TO THE RMI-25 INFORMATION PAGE FOR A SIMPLE SOLUTION TO MAINTAIN-ING A CLEAN SYSTEM. Water transfers heat better than antifreeze/coolant. The word coolant is used as a sales tool to sell more antifreeze in the summer. Antifreeze does increase the boiling temperature only slightly. It is better to use 40% antifreeze and 60% mineral free water, this will give you better heat transfer.
Exceeding 60% antifreeze in the cooling system can cause overheating.

BECOME A DISTRIBUTOR

Coolants and Cooling Systems

Coolants

Confusion is the ploy

Complacency in cooling system maintenance abounds

Keeping your cooling system clean

Air is the biggest culprit

Low emissions = high heat

Cutting corners costs money

The best solution to cooling system care

Cooling System Information

COOLANT SENSOR

COOLING SYSTEM

COOLANT

THERMOSTAT

WATER PUMP

RADIATOR

RADIATOR CAP

COOLING FAN

COOLANT SENSOR

RADIATOR AND HEATER HOSES

BELTS

Cooling System Maintenance

Most Commonly Overlooked Points with Regard to the Cooling System

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