汽車冷卻液壽命測試圖片

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這個周末天氣很好白天高溫不過25度，於是乘機玩耍一下各種工具。

先是把孩子那輛2006年的RX330左右車門車身的好幾個小凹陷拔了拔，不細看還真看不來，現在家裏的各位領導都知道以後再也不用發愁這些難看小凹陷，隨便來碰吧！

然後是另外兩輛車的冷卻液壽命測試

2008 BMW E66 83000公裏【50000邁】

去年五月部分更換了冷卻液【Radiator Drain & Fill 6升】，既定方針是每兩年一次，因為我這車這幾年每年的裏程跑的少【6000-8000公裏】，所以勞模一次就使用了每三年左右的間隔，期間有空就測一測pH值和電壓，如果數值不太離譜就睜一眼閉一眼等3年。

5個月前添至max,現在大致在max-min中間偏min,缺液【百十來毫升】原因不詳，反正先50/50加點兒唄！

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網傳0.3V之內【鋁合金engine block,鑄鐵的是0.5V】就達標，當然越低越好啦。

這個不是汽車冷卻液測試專用的試紙，不過也有pH值，看顏色大致在7.2-7.8之間。

菜車跑不遠，電池老是充不足，不過快九年的原廠電池還是蠻給力的，雖已近暮年打火還是杠杠的不含糊，再抗個一年半載應該沒問題，網上又見用11-12年才換的，當然每個人的駕駛使用和環境氣候都不會一樣，所以也不能一概而論。

這是在家裏停駛兩天後測的電壓，老是半飽【全飽不了了】！

已經開了機蓋順便充充電，

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2009 BMW E71 39000公裏【23500邁】

原廠冷卻液【7年】

在猶豫是否今年亦或明年要把冷卻液部分更換了【Radiator Drain & Fill】,雖然指標尚可，但主要年頭還是有點兒久了，都是自己當勞模湯湯水水反正也沒幾個錢。

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半年左右也是少百十來毫升

7年的電池還可以，大半飽【在車庫趴了3-4天】。

兩輛車都沒有測冷卻液在車輛啟動後達到工作溫度時的電壓，主要是一個人不好測也懶得找人幫忙，有科學探討精神的可以試試。

延伸資訊移步這裏：TESTING FOR CHEMICAL ELECTROLYSIS

Cooling System Electrolysis Corrosion

Testing For Electrolysis 【電勢的產生及測試，來自LC Engineering】

4 Sept, 2016 Update:

全新的水和濃縮冷卻液按1:1勾兌後用遊泳池試紙測試的結果，是在8.4以上[這種試紙再高已經無法檢測了】

因為使用的是遊泳池試紙，所以精度和專業測試試紙可能會有偏差，但基本能反應大致的結果。

一下內容來自網絡：

COOLANT CONDITION

The next thing to check is the condition of the coolant. The leading cause of radiator failure is corrosion due to lack of cooling system maintenance. The corrosion inhibitors in conventional antifreeze are gradually depleted over time, so the recommended coolant change interval has traditionally been every two years or 24,000 to 30,000 miles for preventive maintenance.

The new "extended service" antifreeze formulas that can go 5 years or 150,000 miles between changes reduce the need for cooling system maintenance and can reduce the risk of premature radiator failure. But some older vehicles still have antifreeze with conventional additives in their cooling systems. So when regular coolant checks and changes are neglected, the risk of corrosion rises sharply with each passing year.

Checking the pH of the coolant with chemically-treated test strips can help you determine the condition of the coolant. But be warned that today's coolants typically operate at lower reserve alkalinity (RA) levels than they used to. The alkalinity of a typical antifreeze/water mixture will vary depending on the additive package in the antifreeze and may vary from 8 to 14. The average used to be around 10.5, but some of the extended life coolants now maintain corrosion protection at a pH of only 8.3. Depending on the pH test strips used, it is possible to get a false indication of bad coolant. To get an accurate reading, therefore, you have to know what kind of coolant is in the system and use the appropriate test strips to check it.

WHICH TYPE OF ANTIFREEZE?

Unfortunately, identifying the type of coolant that is in the cooling system is not always easy. You can't go by color because it varies, Most conventional two-year antifreezes for north American domestic vehicles is dyed green. But Saturn and some European makers also use green dye for their extended life coolants. DEX-COOL extended life coolant, which is used in 1996 and newer GM vehicles, is dyed orange to distinguish it from ordinary antifreeze. If intermixed with other types of antifreeze, the color may or may not change depending on the dosage. GM warns that intermixing extended life coolant with ordinary coolant reduces the coolant's life to that of the ordinary coolant.

To add to the color confusion, some European and Korean coolants are dyed blue. Mercedes uses a yellow dye in its coolant. Toyota's new extended life coolant is dyed red. Intermix any of the above and its hard to tell what color the coolant may become.

The real difference between all these EG coolants is in the additive package. Traditional antifreeze formulas for domestic applications with aluminum radiators, cylinder heads or blocks contain a high level of silicates (which is not really needed in cast iron engines with copper/brass radiators). Silicates form a protective barrier on aluminum that protects the metal. The additives in European and Asian OEM antifreezes, however, contain less silicates and rely mostly on borates to inhibit corrosion. European antifreezes also contains no phosphates because hard water can react with phosphates to form calcium and magnesium sediments. The Asians use phosphates but no borates and low or no silicates because they say borates may actually add to the aluminum corrosion problem if the coolant is neglected.

The extended life coolants use an entirely different corrosion inhibiting chemistry that uses carboxylate organic acids instead of the silicates, phosphates or borates.

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