In diesels I believe the cavition comes from the greater combustion pressures. As the engine fires the sleeve expands ever so slighty, as it contracts again bubbles will form on the surface of the sleeve. The problem doesn't begin until the sleeve expands again at which point the bubbles implode and if it's not protected by a suitable additive the bubbles will erode the surface of the sleeve until such a time as they chew right through the liner.
Car engine don't usually suffer from these problems as they don't have sleeves and operate at much lower pressures. They do, however, suffer from all sorts of funky chemical reactions due to the use of 'light' metals such as aluminium.
Something that I think a lot of people fail to realise is that antifreeze (like brake fluid) does actually wear out. Although it will still test good (as far a freeze point is concerned) the corrosion inhibitors etc do wear out over time. The advantage of the diesel coolants (especially the extended life coolants) are that they require less frequent changes. Also if you're running a diesel, the use of and ELC means that you no longer require a coolant filter.
Up here I believe the CAT ELC is going for just shy of $10CDN a gallon. It's good for 3000 hours and up to 6000 if you add extender at 3000 hours. Sam
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Today's Featured Article - Experimental Tractors Article - by Danny Bowes (Dsl). Tractor technology appears to have nearly hit it's pinnacle of development. If you agreed with the subtitle, you are rather mistaken. Quite, actually. As a matter of fact, some of the technology experimented with over 40 years ago makes today's tractor technology seem absolutely stale by comparison. Experimentation, from the most complex assembly to the most simple and mundane component, is as an integral a part of any farm tractor's development
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