The MOST IMPORTANT thing to remember is the SCA / DCA level. SCA (Supplimental Coolant Additive) or
DCA (Diesel Coolant Additive). This is the additive that keeps your cylinder walls from cavitating from the water jacket inward to the cylinder. No way to see it or test for cavitation.
Once there is cylinder wall perforation, bubbling may be seen in the coolant.
Caterpillar discovered the cause of this in diesel engines (only) WAY back when and invented the SCA/DCA additive
as the cure. Thanx Cat.
Most antifreeze from truckstops and industrial diesel engine suppliers already has the SCA additive as part of the mixture.
But check just to be sure.
Dipsticks to test for proper SCA/DCA additives are available at most OEM sources.
Cummins, Detroit Diesel., Caterpillar, Freightliner, International /Navistar, Kenworth....get the idea???
Also, most Heavy Duty or commercial diesel installations have a spin-on COOLANT filter as part of the block itself.
These spin-on filters have the SCA/DCA additive incorporated right INTO the filter and it slowly disolves into
the coolant as the coolant is being filtered of scale and crud that eventually kills your waterpump and impedes cooling.
Cummins, and other LARGE engines have these filters as spin-on's, right on the block. They look like a tiny oil filter.
The spin-on fuel filter will be MUCH larger. The Oil filter(s) even larger still.
The smaller engines like GM, International 5.9, 6.9, 7.3 and others usually have the filter w/additive, on the side of
the radiator with two small hoses that recieve and send coolant from and back to the engine.
Ford created H_LL on earth in the 80's when their 6.9 and (worse) 7.3 engine were dumped in pickups with NO coolant filter
w/additive, installed nor were the customers informed about SCA/DCA additives and their importance.
Ford was instrumental in the 7.3 engine recieving its horrible reputation for cylinder wall cavitation.
The early 7.3 were bored out 6.9's which decreased cylinder wall thickness markedly.
Professional engine rebuilders always sleeve these older 7.3L engines just to be "sure" there's no cavitation problems lurking inside there.
NO WATER, NO PROBLEMS.
Or you can do what I did after totally remanufacturing my 1987 6.9 INTERNATIONAL.
My engine was OEM/ factory equipped with a coolant filter w/additive.
For this reason, it was deemed "fit" for remanning without any concern regarding cavitation.
6.9's originally had a cylinder wall almost a quarter inch thick.
Boring out a 6.9L/ 420c.i. engine to 444c.i. to make it a 7.3 should never have been done.
Especially without warning the customer about SCA/DAC.
But then again thats why I dont own Fords.
After remanning from the block outward (.020 oversize), I Installed EVANS (waterless) Lifetime Coolant in my engine and never have to bother with it again.
I also use Evan's Coolant in my commercial Freightliner with new Cummins ISL engine.
These large diesel engines are like buying a BMW and really need to be treated properly if they are to last and
money is to be made with them.
Evans guarantees my Cummins equipped Freightliner for the life of the engine.
My last engine, a Cummins ISC, had 700K miles on it.
I do my own mechanic work and know what I'm talking about.
Also once Evans coolant installed, my current coolant filter does NOT contain or require the SCA/DCA additive.
Evans Coolant has NO water and so there is no problem requiring the use of SCA/DCA additives.
My skoolie is for sale and has many extras not usually found on skoolies. email@example.com