Cooling Down the Coolant Debate

More often than not, today’s coolant market can be whittled down to the phrase “give me a jug of green stuff.” Without a tremendous amount of thought or work, technicians can deal with their coolant needs quickly and cheaply, by simply finding the nearest “global” solution. However, there is actually much more going on beneath the surface of the consumer’s engine and within this market segment than you might expect. From the continuing specific vs. universal debate, water issues and finally government disposal regulations, the coolant market, as always is taking some heat.

The Global Question

There are always several sides to every story, and when it comes to the issue of global coolant, the adage holds true. Among the purists who feel as though technicians and jobbers should use only specific coolants for specific applications is Dennis Favaro, product manger for Valvoline Canada.

“We’re pushing OEM driven product application and we adhere to it pretty strongly,” he says. “As engines become more finely engineered and exotic, there is a need to test the coolants with the metallurgy of the engine components and other materials. There is a reason why oil is so specific, and as lifeblood for your car, coolant is no different.” Favaro went on to note that technicians and jobbers immediately balk at the idea of swapping specific oils or other fluids for generic ones, but often do just that with coolant. “Why do you sell Honda specific power steering fluid, but not specific coolant?” he asks.

However, there are some manufacturers of global coolants that say their product isn’t the bogeyman it’s made out to be.

“There have been a lot of changes over the years with global coolant, and the technology is improving,” says Peter Laing, regional sales manager with Recochem Inc. a major supplier of private label coolant across the country. “We’ve got the formulation experience as well as the testing results to prove that our product meets the specifications of all makes and all models,” he says.

In fact, Laing went on to mention that the Recochem product has yet to be implicated in a single coolant system failure.

One point to keep in mind though, is one of claims. Favaro was quick to point out the subtle difference in language used to describe OE suitability.

“There is meets, and approved, and they are two different things,” he says. “For example, to meet specifications it is a matter of blending a recipe, but for us to get approved for dex-cool, we had to undergo a five calendar year fleet-test.”

Laing too has seen some spurious claims made in the global coolant business, particularly on the extended life side of the business.

“There are all kind of people coming out with long life or extended life

coolant that are not really meeting the claims,” he says. In order to ensure you get the right product, he says your best bet is to do your buying from a reputable source.

“Be careful of the guys selling coolant off the street,” he says. “There are some very good and reputable sources out there. If you stay with the major players in the aftermarket, they all have reputations to uphold and are not going to want to jeopardize that.”

Laing also mentioned that no coolant is any good regardless of its global or specific applications status if the job is not done right. If you’re using any coolant and you want it to work, we always recommend a proper flush and fil, and using de-ionized water to mix.”

In fact, it is that water component that is often overlooked.

Aside from these bad actors, there remains much to be concerned about in the legitimate market. With the emergence of several newer formulations, the days when green was the only colour in the coolant rainbow are long gone.

“People forget that that coolant does more than cool, it must provide freeze protection, boil-over protection, corrosion protection, and prevent scale formation on heavy duty engines,” says Ed Eaton with Amalgamated Laboratories, Inc.

Today, the coolant world is compli cated by the fact that different OEMs have chosen different coolant technologies in order to maximize the reliability not only of the coolant, but also of the materials used in the engine and cooling system.

“There are some real differences,” says Eaton. Engineers at all OEMs have made decisions about materials to use in their engines, and have made selections of coolant technologies designed to perform well in that environment. Materials and alloys used are not the same from one OEM to the next, and they do not like the idea that the wrong coolant may be used and end up compromising the life of those components.

However, Eaton says while the debate over coolant types is an issue, it is more common that a failed coolant and any resulting damage is the product of much less exotic problems: bad water or the wrong mix ratio.

This is particularly prevalent in heavy-duty and off-road applications, where roadside refills can either dilute the coolant package to near water, or create an increase in the concentration to the point that protection is compromised. (Ideal is 50/50, but no more than 60/40 water/coolant).

Water quality is a huge variable. Chlorine will corrode aluminum tubes. Mineral laden water will clog them. Sand and dirt, and silicate and inhibitor

drop out from incorrect use of supplemental coolant additives (SCAs) also compromise cooling.

Together, these conditions have spurred Eaton to advise that coolant filters be used and changed regularly, and, wherever very poor water is present, to use distilled water.

Laing also notes the importance of the proper water mix and quality.

“Coolants need water to react with the chemicals and activate their properties,” he says. “But some water can be quite hard and some hard water will cause the additives and chemicals within the coolant to the bottom, and this plays havoc on the product and your radiator.”

As a result, Laing too advocates the use of only de-ionized water, or using pre-mixed coolants from a reputable supplier.

And, in keeping with the real-world problems more commonly encountered, Eaton advises the use of some simple tools, and warns against the use of others.

“A refractometer is the best tool in your shop. I would prefer that you had one you could calibrate, but they are really great tools.”

Putting a drop of coolant on a refractometer only takes a few seconds and can give early indications of trouble.

“Test strips are probably second best, provided they are in good condition,” Eaton adds. “They do measure nitrite and molybdinate, but you do need to know the coolant you are testing, as there are some without nitrite and molybdinate.” Professional lab kits are also a valuable addition. “But do not let anyone tell you that conductivity is a good way to test coolant quality. It is not.”

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Government LeGisLation ChanGes The new Municipal Hazardous or Special Waste (MHSW) program comes into effect in Ontario on July 1, 2008. The program requires companies that manufacture and market certain materials to pay a fee to Stewardship Ontario based on the amount and type of material they introduce into the Ontario market. A MHSM steward is an organization which is either the Brand Owner or First Importer into Ontario of products that result in the generation of the following phase one Municipal Hazardous or Special Wastes: paints and coatings, and containers in which they are contained; solvent, and containers in which they are contained; oil filters, after they have been used for their intended purpose; containers that have a capacity of 30 litres or less and that were manufactured and used for the purpose of containing lubricating oil; single use dry cell batteries; antifreeze, and containers in which they are contained; and pressurized containers such as propane tanks and cylinders.

For the automotive industry, it is the brand owners or first importers who sell through automotive service providers t
o customers such as fleet owners/managers, garages that service vehicles, farmers and other assorted “walk-in” customers that are obligated under the program. It is also the retail outlets that have interface with the broader cross-section of consumers, and those that sell the designated products under their own brand or as first importer of other brand names that are obligated.

The first steward’s report and fees will be due by October 31, 2008 on the first quarter sales of MHSM product, July 1 to September 30, 2008.