Specializing in Custom Engine Building INI CAR and TRUCK - GAS and DIESEL Evans Waterless Coolant Evans Waterless Coolant is perfecty suted forthe demand: of any hard-working engine. NPG fsa blend of non-aqueous liquid ingredients, and retains all the benefits of the Original Evans NPGTM Waterless Coolant with fome substantisl improvements. Thermal conducthity of NPG+ compared to NPG has been Improved by about 325% and viscosity reduced by about 65%. NPG* is a “pour-in” coolant, not requiring changes to cooling system components, making it easy to convert from the conventional antifeeze and water mixes to Evans NPG Waterless Coolant. NPG+ Waterless Coolant virwally eliminates overheating In gasoline and diesel engines. The wateress coolant Slows engines to tolerate higher temperatures, without boling over, Unlike conventional coslant NPG* nas the Ait to run at low or no pressure. This reduces the stress on the hoses, gaskets and other system components lowering the maintenance costs on the cooling system. Because there Is no water In the system, engines operating with NPG are free from electrolysis, and is sae for use with all metals and totally non-corrosive to most. Extreme hot and cold environments are ne longer @ concern with Evang NPG#. NPG is used as a pure coolant ~ no water added. The non-aqueous solution bois at 375 degrees F. NPG also out performs conventional coolant In freezing weather. A'50/S0 mix of conventional antifreeze and water freezes around ~4D degrees F. Pure NPG na water ~ remains quid until -40 degrees F, when it contracts slightly and turns into a viscous slurry. Ie wil not freeze soll and expand. Engines will run well no matter were or how hard they are dnven. ‘an engine utliing Evans NPG Waterless Coolant is able to control the temperature ofthe coolant significantly below its high boiling point (375 degrees). This ts a sharp contrat to conventional water based cacling systems that operate near the boling point of the coolant. In conventional systems, locally generated coolant vepor often wil not condense back to liqud, forming an Insulating barrier between the coolant jacket metal an the lquic Coolant, causing hot epote to develop. In an Evan Waterless Cooling System any locally generated vapor Is immediately condensed back to lauid coolant, avoiding the development of an insulating layer of vapor. (continued below): Heat-stressed metal in the water Jacket exceeds the thermal capacity of conventional coolant, whicn bois, 10 forming @ vapor barrier atthe metals surface (A). This prevents Sufficient heat transfer to the Coolant, causing vaporization of the Coolant. Non-aqueous Evarss NPG* bois at 375 degrees, greatly Feciucing vaporization, bathing the Cooling Jacket and significantly Improving coolant surface ctectiveness, Heat transfers efficiency from the metal to the Tiga coolant, and is caried off to Senete 700 the radiator for more effective siasneton ‘This graph shows the estabisnec engineering standard for heat transfer, commonly calle the heat fox curve. The bottom of the curve is convection or qui to metal heat transfer. The heat transfer increases as nucleate boing begins (Bg. "B" on the cylinder head cut-away at 19 Bagine heat transfer ie reduced (fig. "A" on the cylinder head cut-away atNPG# Waterless Coolant works well with lquld-t0-lquid oll coolers and radiators. It ls Important to remember that although the thermal conductivity of water is great, the conductivity of water vapor is about zero. Engines running with NPG+ can be operated at higher coolant temperatures while control of metal temperatures Is maintained. This fact permits higher fan control temperatures and less fuel robbing parasitic drag. INPGé Is ideally suited for controlling the extra heat created from EGR coolers, used to control emission, in dlesel engines. Conventional cooling systems have dificulty controling the extra heat from the EGR coolers, NPG# can successfully transfer the extra heat without requiring larger radiators. Engines run more efficiently at higher temperatures. Conventional systems limit how hot & gasoline or diesel engine can run before serious damage occurs. Water based coolants Vaporie around 225 degrees F at sea level. These systems are pressurized to raise the boling point to arcund 250 F. Raising the coolants boling point does not solve the problem occurring inside the engine's water-jacket. Ince the water-jocket, heat-stressed critical metal surfaces exceeds the thermal capacty of water-based coolants. These coolants boll, forming a vapor barier at the metal's surface. This vapor barrier acts as an insulator and prevents efficient heat transfer from the metal tw the coolant, causing localized overheating and vaporization of coolant. Eventually, when released Into the coolant, this super-nested ‘vaporized coolant does not condence when returns to the radiator, It then remaine a gaseous barrier preventing heat transfer in the radiator. The result with water-based coolants is continual loss of cooling efficiency as the vapor circulates through the hot engine and Faclator. NPG bathes the entire cooling Jacket and significanty Improves coolant surface effectiveness. Heat transfers more effclenty from the metal fo the vapor-free liquid coolant and is caried off tothe radiator for more effective neat transfer. Unique only £9 Evan ‘Coolants, any vaporized NPG+ Immediately condenses back to liquid while stil In the engine allowing the coolant to continually remain ‘Yapor-free and absorb damaging heat on its way to the radiator. When trapped heat is eliminated from the cooling system most noncomputer regulated engines can operate at higher temperatures. ‘Operating enginas at higher temperatures increases their efficiency. NPG+ permits mast engines to operate at higher temperatures without requiring any other system changes often allow an increase in power output and fuel elfitency NPG+ coolant is in use by truck fleets and owner/operators. In diesel engines, a 1% to 3% increase in horsepower may be seen for ‘every 10 degrees F temperature rise. When employing about & 10 degree F temperature rise @ 2% t0 5% improvement in fue! mileage ‘can often be seen, NPG+ and the Original Evans NPG are virtually “ifetime” coolants. The adbitves in NPG+ are stable and remain in the solution for the ife ofthe coolant (at least 500,000 miles) and no SCAS (Supplementary Coolant Adeitives) are needed. Conventional coolants must be Mushed and changed at regular intervals to eliminate contaminants and renew effectiveness. NPGY has almost no electrical ‘conductivity so damage to metal, hoses, and gaskets by elecrolsis\savolded. ecause Evans NPG contains no water, corrosion, pump ‘and evlinder mer cavitation are virtually eliminated creating major maintenance savings on beth gasoline and diesel engines. The limit of Evans NPG+ Coolant has yet to be discovered. Benefits of NPG+ For Your Engine ‘Street Rod, Classic Cars and Dally Drivers benefit from the vitally Ifetime formula of the NPG. The lifetime formula eliminates the need for seasonal coolant changes and draining for storage. Boll over while cruising and in hot weather is eliminated. These engines also benefit from a system without corrosion and running without detonation. Racing and High-Performance engines are able to achieve better engine metal temperature control with NPG+. This eliminates ‘detonation. NPG+ allows the driver to finish the race. DNFS from cooling related problems are not @ concern when racing with NPG. Motorcycles running NPG+ do net boll over. The cause of corrosion is eliminated. NPG has ne silicates. No more concern over the coolant’ capabilty with engine metal. NPG Is compatibie with aluminum and magnesium parts All racing applications need to know the rules of the track or race serles concerning coolants. NPG+ cannot be used If there Is a no antifreare/ethylene glycol rule for that specific track or series. NPG (without the +) can be used in most cases where there is such a rule. Diesel engines benefit from the elimination of the cause of scale, corrasion and cylinder linear cavitation. NPG increases the life ofthe ‘engine. They can run without SCAS and reduce downtime from coolant changes and fier maintenance. NPG Is also EGR ready to meet ‘emission requirements, Why Evans Uses and Recommends Aluminum Radiators “Traditionally copper brass radiators have 4 rows of Ww" or smaller tubes, This configuration limits the amount of fn to tube contact. It is the fin-tube contact which coo's your vehicle. Aluminum radiators use lager tubes of at least 4° in diameter creating higher flow and ‘greater fin-tube contac. Greater fin-tube contact and increased flow abllty allows the radiator to transfer heat more qulekly to cool Your ‘Yehicle, Along with increased heat transfer characterises aluminum radiators can be up to 60% lighter than a comparable copper brass Faiator The Right Radiator Determining what size radiator i right for the engine Is Key to an effective cooling system. Evans uses some general guidelines for ‘minimum recommendations in systems running NPG+. If an engine produces less than 400 HP than a radiator with 2 rows of 3” tubes is Sufficient, Engines making between 400HP and 6OOHP are recommended to have 2 radiator with 2 rows of 1.25" tubes. For engines producing more than 60OHP or are equipped with a blower Evans recommends a radiator with 2 rows of 1.5" tubes. These guides gWve an tea of whether NPG* is right for the engine or ifthe efficiency of separate components of the system need to be considered.