Thanks Nick for your absolutely relevant questions.
LTT, probably an overkill, but have had good results on my 996 C4, which has had one fitted for 15000 miles and including a 2000 miles around a very hot 34 C South Germany last August, where the gauge always sits just below the 80C when travelling under normal conditions, probably a piece of mind thing, I guess which allows the coolant to start flowing to the rads at a few degrees lower temp than a 80C stat. I understood, higher temp stats were to keep emissions down, but may be mistaken.
Evans, I had one of the quick release hoses (near side rear) blow off the GT3 at Snett on a Trackday, now whether this was caused by the previous owner's clutch change and the mechanic not seating the connector properly during the reassembly, or excesive pressure build up in the cooling system, I can only surmise.
Now this all happened, luckily, on the start finish straight , so did not experience the heart stopping experience of the rear tyres getting soaked in a turn and watching the world rotate, but nevertheless, stopped track proceedings for a good half an hour, and left me with a lengthy fix in one of the pit garages, before we got out on track again.
My good friend Bob Dance, from Classic Team Lotus was with me, and we both agreed, being able to wire lock these quick release couplings in place would be a good idea, but were unsure how to go about it, short of replacing them with the aerospace type of couplings that Lotus use on their F1 cars.
Notwithstanding this, I feel that reducing the pressure build up in the cooling system of the Mezger engine cooling system is not a bad thing, recognising the known issues of the motor to hose connections, and of course the faff required to replace virtually any of the myriad number of hoses and connections on our cars which are subject to cyclic expansion and contraction due to coolant system pressure changes
I must admit, that I havent had any concern with the overall cooling efficiency of the GT3 system, but want to increase the reliability, by a degree of preventive maintenance to the power unit, whilst it is out and everything is accessible/ replaceable.
I understand and agree with what you say regarding lower thermal conductivity of Evans versus water/glycol, but feel it is a worthwhile experiment; furthermore, if my piece of mind is increased, (knowing that the coolant pressure is not increasing dramatically) and the likelihood of a hose blowing off is reduced when at the top of a mountain pass in Europe in August, then it is something I am willing to have a go at.
I appreciate your cautioning words of technical wisdom, and, as an engineer, it certainly has had me pondering the decision, and if it doesnt work, then, I also will be eating these words and accept the "told you so's", if it all goes horribly wrong. :worship: