Evans NGP+
Originally Posted by SpoilsofWar
My engine is already done, it was built by SVRT (OverZealous1 on here), and yes my turbonetics kit is going on it. And yes, I am sure I dont need Evans, but it seems like an excellent product to prevent localized coolant boiling, and I am in prime position to install it now because the block is bone dry, and I have a brand new radiator as well.
edit - and before you ask, no it is not sleeved. lol
edit - and before you ask, no it is not sleeved. lol
To help us with this technical challenge, we turned to Evans Cooling Systems. Their non-aqueous propylene glycol (NPG) coolant technology has helped racers, experimental aviators, boaters and operators of heavy diesel equipment for over 24 years. The concept behind Evans NPG+ is a simple one, but to really understand it, you must first forget everything you think you know about cooling systems.
The primary goal of any cooling system is to remove heat from the source, principally in and around the combustion chamber. Traditional systems do an okay job of this, but run into a snag along the way: the coolant itself becomes an impediment to heat transfer. As combustion chamber temperature increases, critical areas of the coolant jacket around the combustion chamber become so hot that the boundary at the coolant/metal interface becomes a layer of vapor bubbles. Imagine it as the bottom of a pan with boiling water. The layer of bubbles is like an insulating blanket that prevents heat from migrating into the coolant system.
As this insulating layer (called film boiling) becomes thicker and covers more surface area, the heat in the combustion chamber skyrockets. In particular, critical areas of the combustion chamber become ultra-hot and act as secondary sources of ignition, causing irregular combustion and detonation. Detonation is not only a power killer but an engine killer. Making matters worse, the thicker and broader the insulating layer of bubbles becomes, the greater the reduction in heat transfer and the more severe the detonation. It's literally a downward spiral that can bring a high-dollar engine to its knees in the blink of an eye. To combat this, many engine builders merely dial in a richer fuel mixture, use a high-octane race-only fuel, add extra ignition lead time or use a lower compression ratio. All of these fixes are, at their very best, costly, and at their worst, inefficient. And it's all because the coolant is incapable of staying in a liquid state around the combustion chamber!
To put a different spin on it, think of it like this: All these years engine builders have conceptually put cooling system technology in a box, labeled it "don't touch," and have ignored the potential gains. Evans has pulled cooling technology out of its "technological purgatory" and made some spectacular gains, much to the chagrin of traditional aftermarket cooling suppliers.
Simply put, Evans NPG+ doesn't use any water at all. As a result, it's boiling point is around 375*F, compared with 224*F (at zero pressure) for a typical 50/50 ethylene glycol water mix. At first glance, it sounds like an engine would be damaged by this high a temperature--and it would with a traditional 50/50 EGW mix. The reason for this is that motors with traditional EGW mixtures actually see much hotter localized combustion chamber temperatures due to the fact that heat migration into the coolant (from critical areas) is slow or nonexistent. An Evans NPG-equipped engine will not see the same localized combustion chamber heating, at say 230*F coolant temperature. In reality, even at a higher coolant temperature, the Evans NPG+ is moving much more heat out of the combustion chamber coolant jacket. As such, engines running Evan NPG+ are able to easily tolerate much higher coolant temperatures. This is one of the most confusing aspects of the Evans system and that is why customer education is such a key to realizing the full capability of Evans' technology.
just found this on a GM site, thought it would be educational to those who have never heard of this stuff. i know its a long read but its worth it.
The primary goal of any cooling system is to remove heat from the source, principally in and around the combustion chamber. Traditional systems do an okay job of this, but run into a snag along the way: the coolant itself becomes an impediment to heat transfer. As combustion chamber temperature increases, critical areas of the coolant jacket around the combustion chamber become so hot that the boundary at the coolant/metal interface becomes a layer of vapor bubbles. Imagine it as the bottom of a pan with boiling water. The layer of bubbles is like an insulating blanket that prevents heat from migrating into the coolant system.
As this insulating layer (called film boiling) becomes thicker and covers more surface area, the heat in the combustion chamber skyrockets. In particular, critical areas of the combustion chamber become ultra-hot and act as secondary sources of ignition, causing irregular combustion and detonation. Detonation is not only a power killer but an engine killer. Making matters worse, the thicker and broader the insulating layer of bubbles becomes, the greater the reduction in heat transfer and the more severe the detonation. It's literally a downward spiral that can bring a high-dollar engine to its knees in the blink of an eye. To combat this, many engine builders merely dial in a richer fuel mixture, use a high-octane race-only fuel, add extra ignition lead time or use a lower compression ratio. All of these fixes are, at their very best, costly, and at their worst, inefficient. And it's all because the coolant is incapable of staying in a liquid state around the combustion chamber!
To put a different spin on it, think of it like this: All these years engine builders have conceptually put cooling system technology in a box, labeled it "don't touch," and have ignored the potential gains. Evans has pulled cooling technology out of its "technological purgatory" and made some spectacular gains, much to the chagrin of traditional aftermarket cooling suppliers.
Simply put, Evans NPG+ doesn't use any water at all. As a result, it's boiling point is around 375*F, compared with 224*F (at zero pressure) for a typical 50/50 ethylene glycol water mix. At first glance, it sounds like an engine would be damaged by this high a temperature--and it would with a traditional 50/50 EGW mix. The reason for this is that motors with traditional EGW mixtures actually see much hotter localized combustion chamber temperatures due to the fact that heat migration into the coolant (from critical areas) is slow or nonexistent. An Evans NPG-equipped engine will not see the same localized combustion chamber heating, at say 230*F coolant temperature. In reality, even at a higher coolant temperature, the Evans NPG+ is moving much more heat out of the combustion chamber coolant jacket. As such, engines running Evan NPG+ are able to easily tolerate much higher coolant temperatures. This is one of the most confusing aspects of the Evans system and that is why customer education is such a key to realizing the full capability of Evans' technology.
just found this on a GM site, thought it would be educational to those who have never heard of this stuff. i know its a long read but its worth it.
Originally Posted by JETPILOT
EVANS website says..... if your car is a daily driver or computer controlled then leave the thermostat alone. We are of course computer controlled.
JET
JET
Originally Posted by Nexx
To help us with this technical challenge, we turned to Evans Cooling Systems. Their non-aqueous propylene glycol (NPG) coolant technology has helped racers, experimental aviators, boaters and operators of heavy diesel equipment for over 24 years. The concept behind Evans NPG+ is a simple one, but to really understand it, you must first forget everything you think you know about cooling systems.
The primary goal of any cooling system is to remove heat from the source, principally in and around the combustion chamber. Traditional systems do an okay job of this, but run into a snag along the way: the coolant itself becomes an impediment to heat transfer. As combustion chamber temperature increases, critical areas of the coolant jacket around the combustion chamber become so hot that the boundary at the coolant/metal interface becomes a layer of vapor bubbles. Imagine it as the bottom of a pan with boiling water. The layer of bubbles is like an insulating blanket that prevents heat from migrating into the coolant system.
As this insulating layer (called film boiling) becomes thicker and covers more surface area, the heat in the combustion chamber skyrockets. In particular, critical areas of the combustion chamber become ultra-hot and act as secondary sources of ignition, causing irregular combustion and detonation. Detonation is not only a power killer but an engine killer. Making matters worse, the thicker and broader the insulating layer of bubbles becomes, the greater the reduction in heat transfer and the more severe the detonation. It's literally a downward spiral that can bring a high-dollar engine to its knees in the blink of an eye. To combat this, many engine builders merely dial in a richer fuel mixture, use a high-octane race-only fuel, add extra ignition lead time or use a lower compression ratio. All of these fixes are, at their very best, costly, and at their worst, inefficient. And it's all because the coolant is incapable of staying in a liquid state around the combustion chamber!
To put a different spin on it, think of it like this: All these years engine builders have conceptually put cooling system technology in a box, labeled it "don't touch," and have ignored the potential gains. Evans has pulled cooling technology out of its "technological purgatory" and made some spectacular gains, much to the chagrin of traditional aftermarket cooling suppliers.
Simply put, Evans NPG+ doesn't use any water at all. As a result, it's boiling point is around 375*F, compared with 224*F (at zero pressure) for a typical 50/50 ethylene glycol water mix. At first glance, it sounds like an engine would be damaged by this high a temperature--and it would with a traditional 50/50 EGW mix. The reason for this is that motors with traditional EGW mixtures actually see much hotter localized combustion chamber temperatures due to the fact that heat migration into the coolant (from critical areas) is slow or nonexistent. An Evans NPG-equipped engine will not see the same localized combustion chamber heating, at say 230*F coolant temperature. In reality, even at a higher coolant temperature, the Evans NPG+ is moving much more heat out of the combustion chamber coolant jacket. As such, engines running Evan NPG+ are able to easily tolerate much higher coolant temperatures. This is one of the most confusing aspects of the Evans system and that is why customer education is such a key to realizing the full capability of Evans' technology.
just found this on a GM site, thought it would be educational to those who have never heard of this stuff. i know its a long read but its worth it.
The primary goal of any cooling system is to remove heat from the source, principally in and around the combustion chamber. Traditional systems do an okay job of this, but run into a snag along the way: the coolant itself becomes an impediment to heat transfer. As combustion chamber temperature increases, critical areas of the coolant jacket around the combustion chamber become so hot that the boundary at the coolant/metal interface becomes a layer of vapor bubbles. Imagine it as the bottom of a pan with boiling water. The layer of bubbles is like an insulating blanket that prevents heat from migrating into the coolant system.
As this insulating layer (called film boiling) becomes thicker and covers more surface area, the heat in the combustion chamber skyrockets. In particular, critical areas of the combustion chamber become ultra-hot and act as secondary sources of ignition, causing irregular combustion and detonation. Detonation is not only a power killer but an engine killer. Making matters worse, the thicker and broader the insulating layer of bubbles becomes, the greater the reduction in heat transfer and the more severe the detonation. It's literally a downward spiral that can bring a high-dollar engine to its knees in the blink of an eye. To combat this, many engine builders merely dial in a richer fuel mixture, use a high-octane race-only fuel, add extra ignition lead time or use a lower compression ratio. All of these fixes are, at their very best, costly, and at their worst, inefficient. And it's all because the coolant is incapable of staying in a liquid state around the combustion chamber!
To put a different spin on it, think of it like this: All these years engine builders have conceptually put cooling system technology in a box, labeled it "don't touch," and have ignored the potential gains. Evans has pulled cooling technology out of its "technological purgatory" and made some spectacular gains, much to the chagrin of traditional aftermarket cooling suppliers.
Simply put, Evans NPG+ doesn't use any water at all. As a result, it's boiling point is around 375*F, compared with 224*F (at zero pressure) for a typical 50/50 ethylene glycol water mix. At first glance, it sounds like an engine would be damaged by this high a temperature--and it would with a traditional 50/50 EGW mix. The reason for this is that motors with traditional EGW mixtures actually see much hotter localized combustion chamber temperatures due to the fact that heat migration into the coolant (from critical areas) is slow or nonexistent. An Evans NPG-equipped engine will not see the same localized combustion chamber heating, at say 230*F coolant temperature. In reality, even at a higher coolant temperature, the Evans NPG+ is moving much more heat out of the combustion chamber coolant jacket. As such, engines running Evan NPG+ are able to easily tolerate much higher coolant temperatures. This is one of the most confusing aspects of the Evans system and that is why customer education is such a key to realizing the full capability of Evans' technology.
just found this on a GM site, thought it would be educational to those who have never heard of this stuff. i know its a long read but its worth it.
i am just curious if since it doesn't expand and make pressure, how hard it will be to get it completely full? i rely alot on making pressure to force air bubbles out currently.
Originally Posted by George@GTM
I think I am going to stick with distilled water w/ water-wetter, and see what happens 
I'll keep you guys posted.
-George
I'll keep you guys posted.
-George
Seriously though, are you running MID sleeves George?
Originally Posted by taurran
You rebel you!
Originally Posted by rcdash
What? You don't trust General Motors?
Seriously though, are you running MID sleeves George?
Seriously though, are you running MID sleeves George?
Not that I don't trust GM, but I don't plan to let my car go over 100 degrees Celsius, so I rather have the superior cooling of water
Originally Posted by Nexx
PUSSEH!!
Also, I am not too worried about my EGT's, or combustion chamber temps, thanks to my Aquamist water injection kit, using it for safety, and not have to spend big $$ on race fuel, 91 octane for me!
-George
-George
Originally Posted by JETPILOT
Heres why... because regardless of the temp of the fluid on the gauge... a single point in the coling system... there are likely higher loclized hot spots in the motor. There is protection to be had if there is air in the system. If an air bubble is present touching a metal surface that spot where the bubble is will get no cooling.
JET
JET
Warm weather guys should use the NPG R...its even better than the +, but it will thicken too much if subjected to sustained sub freezing levels.
We carry this stuff in stock if anyone needs some...I know it can be hard to find sometimes.
Originally Posted by Sharif@Forged
That's exactly the reason I like the stuff.
Warm weather guys should use the NPG R...its even better than the +, but it will thicken too much if subjected to sustained sub freezing levels.
We carry this stuff in stock if anyone needs some...I know it can be hard to find sometimes.
Warm weather guys should use the NPG R...its even better than the +, but it will thicken too much if subjected to sustained sub freezing levels.
We carry this stuff in stock if anyone needs some...I know it can be hard to find sometimes.
Originally Posted by George@GTM
Also, I am not too worried about my EGT's, or combustion chamber temps, thanks to my Aquamist water injection kit, using it for safety, and not have to spend big $$ on race fuel, 91 octane for me!
-George
-George
Originally Posted by rcdash
Smart man. I knew you had an ace up your sleeve.
Thanks
Either way I will let you guys know the results, Hopefully they are good!
-George
GTM