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    Antifreeze & additives

    Concentrated and ready-mixed coolants on organic OAT, hybrid HOAT or conventional technology, plus system additives, chosen on the engine's specification, not on the colour of the fluid.

    Coolant is not only freeze protection

    Freezing point is the least interesting property of a modern coolant, because any reasonable concentration takes care of it. What actually matters is the inhibitor package: it keeps cast iron, aluminium, brass and radiator solder safe from electrochemical corrosion in a circuit where a conductive liquid runs at 90 °C for years. The second job is raising the boiling point under pressure, which is what prevents vapour forming against the combustion chamber walls. The third, on wet-liner diesels, is cavitation protection: bubbles that implode against the outside of the liner and perforate it from the outside in, a failure mode nothing about the fluid's appearance announces.

    Technologies and specifications, not colours

    Coolant colour is a manufacturer's commercial code, not a technical classification. Green products exist on entirely different technologies. The real classification is by inhibitor: conventional on silicates and phosphates, with a short life; OAT on organic acids, long-life and silicate-free; hybrid HOAT, with a small silicate content to protect aluminium. The references that count at purchase are ASTM D3306 and D6210 on the American side, and the European approvals: VW TL 774-D/F/G (G12, G12+, G13), MB 325.5 and 326.x, MAN 324 SNF/NF, Volvo 128 6083. On heavy-duty engines and wet-liner designs, cavitation protection is required explicitly through ASTM D6210. It is not assumed.

    Simple rules that avoid most of the trouble

    A cooling circuit forgives little and warns late:

    • Do not mix technologies. An OAT on top of a conventional silicate coolant forms gel and blocks the heat exchanger. Identical colour is no guarantee of compatibility.
    • Respect the concentration. Below 33 % corrosion protection drops; above 60 % heat transfer drops, so the engine runs hotter on more coolant.
    • Use demineralised water to dilute concentrate. Tap water brings calcium, which deposits on exactly the heat-transfer surfaces.
    • On wet-liner engines, check explicitly for cavitation protection; not every "heavy-duty" product has it.
    • Change at the interval even when the fluid looks fine. The inhibitors are consumed before the appearance changes.