![]() ![]() Supposedly the Zerex Asian Vehicle-labeled coolants are manufactured by CCI Corporation and/or CCI MANUFACTURING IL CORPORATION, so that would most likely be the absolute closest one can get to an OEM-specification engine coolant that isn't an OEM specification coolant for another Japanese manufacturer such as Mazda, Honda, Toyota, and Nissan.Ĭross-referenced Japanese OEM coolant part numbers: The additives were believed to be incompatible with the seals (and other components) and the water pumps failed and Honda subsequently released information to dealers and service departments recommending only Honda OEM coolants (made by CCI MANUFACTURING IL CORPORATION). Some failures were found to have occurred sometime after a majority of owners changed coolant to an aftermarket brand. Some forum threads about CCI coolants being crucial to longevity can be found by searching for Honda water pump failures. Lots of info, but the summary is that CCI Corporation makes the engine coolant for practically ALL the Japanese car manufacturers and that the Japanese car manufacturers are very particular about what additives should be used in their engines. If you want to go a step further, you could try to find an aftermarket coolant with a similar makeup as the Subaru coolant as seen above.īut due to Subaru's history of cooling system issues on the older EJ engines, I personally wouldn't risk running a different coolant to initially save a few bucks. So the additives and corrosion inhibitors are proprietary to Subaru's engines, but I still believe that any ethylene glycol-based coolant with about a 50% dilution of distilled water will suffice. Hydrated inorganic acid, organic acid salts - Less than 5%.It is manufactured by CCI MANUFACTURING IL CORPORATION. Obviously, it is an MSDS (Material Safety Data Sheet), which shows how much ethylene glycol, water, and other substances make up the Subaru Long Life Super Coolant 50/50 Prediluted Antifreeze and Engine Coolant, part number SOA868V9270. The first target would be our breather can, which would need to be located on the driver side of the engine compartment.Click to expand.The PDF attached is titled soa868v9270_msds.pdf Now that we had our cans selected, it was time to begin fabricating some brackets. Additionally, the baffle provides more internal surface area for oil to condense, therefore improving the effectiveness of our catch can. First, it prevents oil and fuel from splashing throughout the can during aggressive cornering or along bumpy terrain. The inclusion of our internal baffle provides a couple of benefits. The PCV line would still use a standard dual-port catch can for the EJ. The EJ engine features a breather line for each valve cover, which necessitates a dual-in, single-out catch can for that system. ![]() ![]() One of the main differences would be the inclusion of a three-port breather catch can to replace the two-port unit used on the FA20 engine. At this point, Mishimoto still owned a 2010 STI, and this project would be our last for our shop vehicle.Īs with our 2015 WRX project, we would be using a dual catch can system to address both the PCV line and the crankcase breather line. Our next target would be the 2008-2014 WRX and STI. After developing a highly successful, direct-fit catch can setup for the 2015 WRX we turned our attention to the previous generation. ![]()
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