Redline oils and water wetter products

[Eagle]

I was wondering if anybody is using the ester Base redline 5w30 oil? If yes is it superior and worth the extra money compared to the total 5w30 for a tuned thp engine tuned at 215bhp? (Hot climate conditions)

Also they have the water wetter Coolant product that is supposed to reduce engine temperature by about 30degrees

Wanted to ask if these products are any good in hot weather?

[Dangerousfish]

Eagle, hope you don't mind but I corrected your formatting and punctuation. For some reason it looks like you posted in 3 word stanza's.

[WTF]

Jamie might have some info and advice

[Czar]

Hmmm water wetter and its claims, before I get into a technical properties analysis, let's have a thought into engine working temperatures, especially regarding GDI (Gosiline direct injection) with a naturally aspirated engine, or port injection charged or uncharged, these engines have a working temperature of around 85°c and are quite inefficient (poor MPG) when compared to GDI engines.

Having a working temperature of 85°c is optimum for the naturally aspirated and port injection engine to be most efficient, as the fuel/air mix is part of the engines cooling charachteristics, if the engine was to run cooler, then these types of engines can benefit from a cylinder quenching effect, meaning the fuel/air mix is subject to less radiant heat, giving a denser air charge, and we can increase the volume of fuel added to the now denser air charge, denser air/fuel mix, more power, at the loss of economy, now let's look at GDI.

Our GDI engines by the very nature of the description, inject fuel, not a fuel/air mix, directly into the engines cylinder/s now we have a common link with diesels, they too inject fuel (diesel) directly into the engines cylinder, and what are diesels known for........fuel efficiency, and to ignite diesel, you need a huge amount of squeezing pressure, which is why diesels have such high compression ratios, and when we squeeze fuel we generate heat through resistance friction, heat = efficiency and in the case of diesel and GDI engines, heat = efficiency and efficiency provides economy (MPG) hence a higher working temperature.

Now GDI engines run high compression when compared to naturally aspirated and port injection engines, that extra squeeze (compression) produces heat, now this extra heat needs to be controlled, the way it's done is, by injection high pressurised fuel (atomisation) multiple times during the engines compression, power and exhaust stroke cycles, and to remove the excess heat, the most efficient way is to not have droplets of fuel, as seen in naturally aspirated and port injection engines, but to have atomised mist fuel, and the only way to atomise fuel, is to squeeze it under very high pressure, and the atomised fuel mist, has more mass than a droplet of fuel to remove heat.

Furthermore, as we now have atomised fuel mist, with more energised mass, we don't need to inject as much fuel to produce as much or more power over a naturally aspirated or port injection engine, so why is reducing the engines working temperature not such a good idea in GDI engines.

We need heat to allow for thermal efficiency from the charged air, hence we fill the cylinder/s wth hot air from the extra compressional squeeze, and the atomised fuel mist is minimised under light load throttle conditions, to give excellent economical efficiency, when we reduce the engines core working temperature, we need to inject more fuel to provide a cylinder filling efficiency to raise the temperature back to the VE (volumetric efficiency) of the engines optimum working temperature.

Lastly, although we get more power from cooler fuel/air charge mix, you either choose between economy or power, which is why the cooling system is a two stage system, 125°c for light throttle load and 85°c for heavy (full) throttle loadings.

I hope this has provided some enlightenment to engine temperatures.