Coolant???

There’s a similar post that made me think of this. Just had the radiator repaired in 200. It doesn’t have the filter on it, so it’s not getting the additive. I had always had intentions of putting filters on our tractors for that reason. But the other post someone said to just use I think cat coolant with additives in it. Is that what you guys suggest. 

Thanks

We've always used Alliance pre-mix in all of our Cummins engines at the power co. Red in color. Does a great job in protection as well as keeping the cooling system super clean. I remember when removing a worn water pump, how clean the inside of the engine block was!

Steve@B&B

Wondering the same thing here. This is what I have always done as distilled has no minerals and should have a neutral pH? In fact I think a lot of manuals for various equipment used to specify using distilled water when mixing.

Way cheaper than 50/50 premixed.

My 185 only sees about 20 hours a year. I don't want to drain and replace every year if it isn't necessary.

So no straight A/F is equipped with the additives in the jug that will be mixed with distilled water ? Just curios 

I know this is long but there is a lot of good information in this article. At least be sure to read "HOW DO SCA'S PREVENT LINER PITTING"? 

 HOW DO SCAs PREVENT LINER PITTING? Cylinder liner perforation is a common cause of premature failure in unprotected engines. Liner pitting occurs as collapsing air bubbles in the coolant scour away at the unprotected outer surface of the liner. Estimates show that these imploding bubbles can generate pressures in excess of 60,000 PSI at the surface of the liner wall. If left unchecked, complete perforation of the liner is likely. Technically, this scouring process is known as cavitation erosion. While it can appear anywhere on the cylinder liner, most pitting occurs as a narrow vertical band, perpendicular to the axis of the crankshaft. A secondary band may be found on the opposite side of the liner. The air bubbles are primarily the result of vibration of the liner wall as the piston travels up and down in the cylinder bore. Therefore, any change in the design of the engine which increases the vibration of the liner (such as thinner cylinder walls, longer sleeves or poor mechanical fit) will increase the potential for liner perforation. To combat the effect of cavitation erosion, all heavy-duty engine manufacturers recommend the use of SCAs. The SCAs coat the liner walls with a hard oxide film that acts as a barrier between the liner wall and the collapsing air bubbles, but does not significantly impede heat transfer. While the SCAs cannot prevent the formation or collapse of the bubbles, the oxide film is thick enough to keep the bubbles away from the liner surface, thus effectively preventing pitting of the liners.