Technical Publication

All you need to

know about coolant

A060630/00E

Service Information
from
MTU Friedrichshafen GmbH

DaimlerChrysler Off-Highway
Printed in Germany
E 2003 Copyright MTU Friedrichshafen GmbH
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Änderungen bleiben vorbehalten.

Printed in Germany
E 2003 Copyright MTU Friedrichshafen GmbH
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MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on
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This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation.
Subject to alterations and amendments.

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E 2003 Copyright MTU Friedrichshafen GmbH
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l’exploitant de le mettre à la disposition du personnel chargé de l’entretien et de la conduite.
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E 2003 Copyright MTU Friedrichshafen GmbH
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personal de mantenimiento y de servicio.
Nos reservamos el derecho de introducir modificaciones.

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E 2003 Copyright MTU Friedrichshafen GmbH
Questa pubblicazione è protetta dal diritto d’autore in tutte le sue parti. Ciascun impiego od utilizzo, con particolare riguardo alla
riproduzione, alla diffusione, alla modifica, alla traduzione, all’archiviazione in microfilm ed alla memorizzazione od all’elaborazione in
sistemi elettronici, comprese banche dati e servizi on line, deve essere espressamente autorizzato per iscritto dalla MTU Friedrichshafen
GmbH.
II manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dall’ utente al personale addetto
alla manutenzione e alla condotta.
Con riserva di modifiche.

Printed in Germany
 2003 Copyright MTU Friedrichshafen GmbH
A presente publicação, inclusive todas as suas partes, está protegida pelo direito autoral. Qualquer aproveitamento ou uso exige a
autorização prévia e por escrito da MTU Friedrichshafen GmbH.
Isto diz respeito em particular à reprodução, divulgação, tratamento, tradução, microfilmagem, e a memorização e/ou processamento em
sistemas eletrônicos, inclusive bancos de dados e serviços on--line.
Para evitar falhas ou danos durante a operação, os dizeres do manual devem ser respeitados. Quem explora o equipamento
economicamente consequentemente deve colocá--lo à disposição do respetivo pessoal da conservação, e à dispositção dos operadores.
Salvo alterações.
 3

Contents Page

1 General .............................................................................................................................................................. 4
2 Coolant requirements ....................................................................................................................................... 5
2.1 Corrosion protection...................................................................................................................................... 5
2.2 Antifreeze ..................................................................................................................................................... 7
3 Types of coolant additives ............................................................................................................................... 7
3.1 Corrosion inhibitor oil .................................................................................................................................... 7
3.2 Water-soluble corrosion inhibitors (chemicals) .............................................................................................. 7
3.3 Antifreeze (corrosion inhibiting)..................................................................................................................... 8
4 Fresh water........................................................................................................................................................ 8
5 Water treatment................................................................................................................................................. 8
6 Inhibitor technology.......................................................................................................................................... 8
6.1 Nitride-aminophosphate technology (NAP).................................................................................................... 8
6.2 Non-NAP technology..................................................................................................................................... 8
6.3 Organic-acid technology (OAT)..................................................................................................................... 8
7 MTU approval process for coolant additives................................................................................................... 9
8 Operational checks on coolant ...................................................................................................................... 11
9 Flushing, cleaning the cooling system .......................................................................................................... 11
10 Correct disposal ............................................................................................................................................ 11

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All you need to know about coolant

1 General
The types of fluids and lubricants used in a diesel engine are of decisive significance.

Nowadays, modern internal combustion engines make increased demands on the cooling system. These require-
ments must be met with suitable coolant additives.

One of the properties of water is to attack metal materials. Furthermore, the contents of the water may cause the
formation of scaling on hot surfaces and obstruct heat dissipation.

Wall vibrations occurring during engine operation can lead to considerable local pressure fluctuations in the cool-
ant system, which, in turn, can result in the creation, and subsequent bursting, of gas-filled bubbles in the liquid.
When these bubbles burst, the impact of splashing liquid and waves of pressure produced can lead to the shatter-
ing and destruction of metal walls (material cavitation).

Coolant additives, like fuels and engine oils, are among the most important fluids and lubricants in liquid-cooled
engines. These concentrates, mixed with suitable water, are called coolants and are filled into the engine cooling
system. This ’coolant’ then serves to:
• dissipate heat
• protect against freezing
• protect against corrosion and cavitation
In the course of an approval process, the MTU Fluids and Lubricants Specification only approves MTU-tested
fluids and lubricants. The conditions for approval are specified in the MTU Factory Standards MTL 5047, 5048,
and 5049.

We would like to help you select the correct product. If you have any further questions, please contact:
MTU - Friedrichshafen
Dept. QMZ/Herr Metz
Tel.: 07541/902707

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2 Coolant Requirements
The coolant additives are used to treat the coolant required for engine cooling corresponding to engine operation
requirements and in order to ensure trouble-free engine operation. Certain demands are therefore made on cool-
ant additives.
Requirements of coolant additives:
• Corrosion protection
• Cavitation protection
• Good heat transmission properties
• Temperature stability
• Low swelling with elastomers
• Compatibility with water of different hardness grades
• Keeps cooling system clean
• Protects against frost at temperatures below 0 °C
• Low tendency to foam
⇒ This very complex requirements profile necessitates a very high-performance fluid, which
must be continuously adapted to developing engine technology.

2.1 Corrosion protection

Corrosion protection is the most important quality characteristic of coolant additives. Liquids containing water,
when combined with oxygen, cause metal corrosion (Fig. 1).
Fig. 1

Evidence of corrosion in a cooling element

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There are various metals within engine cooling systems such as

• Grey and cast steel
• Steel
• Aluminium´alloys
• Copper / copper alloys
• Solder
These metals are often connected conductively and there is a constant danger of corrosion via the electrical gal-
vanic series. Light metaIs and their alloys have been increasingly employed in engines. This development has
affected cylinder heads, coolant pumps, coolers, exhaust manifolds, thermostat housings and even engine blocks.
Fig. 2 shows typical cylinder head corrosion. This is why certain corrosion inhibitors must be used.
Fig. 2

Cylinder head corrosion

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To prevent corrosion, coolant additives must contain specified inhibitors (Table 1).
Table 1
Inhibitor Function
• Triethanolamine Cast-iron protection, pH-buffer
• Mercpatobenzothiazole (MBT) Copper protection
• Triazole (BTZ or TTZ) Copper protection
• Silicate Aluminium protection
• Nitrate Aluminium protection
• Borate Cast-iron protection, pH-buffer
• Benzoate Soft solder and iron protection
• Nitrite Cast iron and steel protection
Cavitation protection
• Aliphatic acid salts Iron and aluminium protection
General corrosion inhibitor
Nitriding compound
• Molybdate Fortified aluminium protection
It is known that individual inhibitors from the above list are not able to protect the entire cooling system on their
own. Combinations of inhibitors are required, whereby it must be remembered that although individual inhibitors
certainly do improve protection of certain metals they may, however, attack other types of metal. Silicates have an
excellent aluminium-corrosion protective quality. There must be a sufficient and stabilised concentration of sil i-
cates available.

⇒ Because of the complex nature of inhibitor technolog y, it is not permitted to mix various
coolant additives.

2.2 Antifreeze
To prevent damage due to frost/freezing, suitable coolant additives are required.

Engines employed at temperatures below freezing point must be appropriately preheated or provided with anti-
freeze.

3 Types of Coolant Additives

Three types of coolant additives are used to condition coolant.

3.1 Corrosion inhibitor oils

They consist of hydrocarbons and corrosion inhibitors and are added to fresh water at concentrations of
1 - 2% by vol. They are used when antifreeze is not required.

However, in the case of engines that are subject to wide temperature fluctuations in the coolant system, it is not
possible to use these oils due to their low temperature stability.

3.2 Water-soluble corrosion inhibitors (chemicals)

These consist of a mixture of different inhibitors and additives. They are added to fresh water in concentrations
which vary according to the product. The chemicals do not serve as antifreezes. They are thermally stable.

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3.3 Antifreeze (corrosion inhibiting)

These are coolant additives which have the properties of chemicals and which also have an antifreeze function.
The monoethylene glycol usually in these substances ensures an antifreeze function. The antifreezes with corro-
sion inhibiting properties are added to the fresh water at concentrations of between 35 and 50% by vol. This re-
sults in protection between approx. -20 °C and -37°C. To prevent corrosion, a minimum concentration of 35% by
vol. is required.

⇒ Always ensure that the minimum concentration is achieved in order to prevent increased
corrosion due to loss of corrosion inhibiting properties.

4 Fresh Water
Fresh water also takes on a special significance when mixed with engine coolants. The concentration of certain
substances must not be high. Clean and, where possible, soft water should be used for conditioning. Seawater,
brackish water, brine and sewage water are not suitable. The required water quality is listed in the Fluids and
Lubricants Specification.

5 Water Treatment
If the fresh water does not meet the permissible analysis values listed in the MTU Fluids and Lubricants Specifica-
tion, it is possible to treat the water so that it then corresponds to these values. Even good coolant additives have
their corrosion inhibiting properties impaired if the water quality is substandard.

6 Inhibitor Technology
At present, there are three different types of corrosion-inhibitor technologies.

6.1 Nitride-AminoPhosphate technology (NAP)

This is the oldest technology. Apart from other corrosion inhibitors, the coolant additives also contain either ni-
trides, amines or phosphates. Phosphates are not approved by MTU on account of their tendency to form sludge
and deposits.

6.2 Non-NAP technology

Most formulations used nowadays are free of nitrides, amines and phosphates. Silicates are important corrosion
inhibitors, especially for aluminium. Stabilising these substances is particularly important because silicates have a
tendency to precipitate, which leads to the creation of deposits. Non-NAP technology has proved itself to be effec-
tive for a long time.

6.3 Organic-Acid Technology (OAT)

The main feature of this latest technology is that neither silicates nor inorganic salts are used. These coolant addi-
tives are based on organic compounds and, according to the manufacturers, are characterised by a longer service
life. However, the OTA products that have been tested at MTU up until now all proved to be less effective corr o-
sion inhibitors than the products containing silicates. For this reason, MTU has still not approved any OAT prod-
ucts.

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7 MTU Approval Process for Coolant Additives

Unfortunately there are neither national nor international specifications governing the quality of a coolant additive,
as is the case, for example, with brake fluids. Coolant requirements are stipulated in the specifications of motor
vehicle and engine manufacturers.

For testing the suitability of coolant additives, there are simple lab tests which today still only serve as a prelim i-
nary check, e.g., "Glass-ware" test in accordance with ASTM 1384 or the EMPA test. Attempts are being made to
bridge the gap between theory and practice by means of suitable tests or engine test runs. The following three
tests have proved the most effective:
• The corrosion test on hot surfaces
• The FVV corrosion and cavitation test
• The MTU cavitation-chamber test
The approval process at MTU essentially involves the following three steps:
1. Lab tests (e.g. analysis data, elastomer-stabilty test)
2. Simulated practical test (corrosion checks, cavitation check, coolant pump test)
3. Initial use in an MTU engine
An important element of the tests is the cavitation test developed at MTU (Fig. 4), which allows accurate determ i-
nation of the cavitation protection. The test simulates normal symptoms of corrosion in the cooling system and
damage due to cavitation such as that caused, for example, by mechanical vibrations in the cylinder liner or in the
area of the cylinder head.

Fig. 4

Cavitation test system

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The corrosion protection for hot aluminium and grey cast-iron surfaces is checked using the MTU Hot Corrosion
Test (Fig. 5).
Fig. 5

Hot corrosion test system

The evaluation of both MTU tests draws on weight loss through wear, visual findings with type of corrosion attack
and the formation of deposits.

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8 Operational Checks on Coolant

Constant monitoring of engine coolant is a precondition for trouble-free engine operation. Corrosion inhibitor oils
age and emulsify. The concentrations and pH values should be checked. Measurement of the corrosion-protective
effect is only possible in a laboratory. If antifreezes with corrosion inhibiting properties are used, the only way con-
centration is determined is by examining the amount of ethylene glycol via spindles or a refractometer. The corr o-
sion protection, however, diminishes through engine operation and loses its effect after a certain amount of time.
For this reason, there is a stipulated maximum operational time for coolants (Table 2).
Table 2
Coolant service (operational) life when using Maximum

Corrosion inhibitor 6000 Operating hours or 1 year

Water-soluble corrosion inhibitors (chemicals) 6000 Operating hours or 2 years

Antifreeze (corrosion inhibiting) 9000 Operating hours or 3 years

Damage to the engine cooling system is unavoidable if these instructions are not followed.

The fresh water and coolant can be examined using the MTU Test Kit, which contains the necessary equipment
and chemicals.

The following checks can be performed:

• Total hardness
• pH value
• Chloride content
• Concentration of corrosion inhibitor oil, chemical and corrosion inhibiting antifreeze

9 Flushing, Cleaning the Cooling System

If, in the course of time, deposits occur in the coolant system due to aging of the coolant additive, then the system
must be flushed or cleaned in accordance with MTU specifications (see MTU Publication No. M060262).

10 Correct Disposal
Engine coolant must not be routed into the sewage system. It must be collected in suitable containers (barrels) and
transported to a recycling plant or waste-disposal centre.

When disposing of coolants, it is essential to observe local and country-specific regulations regarding waste dis-
posal!

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