Quote:
Originally Posted by G2TDI
What do you mean by that?  |
A diesel is a compression ignition engine. There is no traditional electronic ignition system like there is in a gasoline engine. In a gas engine, ignition timing is used to optimise the power production by adjusting precisely when the spark plug is fired to ignite the fuel.
The only timing with a diesel is when the fuel injectors fire.
I'm still very interested in this coolant. I wish Evans would do a better job of promoting it to us gearheads by showing automotive conversions and the results, while answering all of the most common questions and demonstrating how the product deals with them.
My Cruze has an electrically variable thermostat that drops the coolant temperature when the engine is under load. This is very likely done to keep coolant from boiling in the head as the car runs with high coolant temps under light loads... the thermostat doesn't start to open until 221F, but under load the ECU can command it to open and maintain coolant temps much lower.
Using a coolant with a higher boiling point might let me eliminate that electrical thermostat opening, which probably wouldn't do squat for economy under most conditions but might allow the engine to make more power. Also, there would be less thermal shock on the engine if the coolant temps weren't fluctuating as much.
Running a full rad block year round would also be nice, since the fan could still be used to circulate some air through the rad when necessary. My lower grille shutters open and close as needed, I may even have the option to tune that as well but I haven't confirmed that yet.