Ah yes, good point regarding the electric pump decoupling the flow from the motor rpm. I'm assuming the pump speed will be dependent on the temperature?asavage wrote: ↑Fri Sep 23, 2022 2:24 pm Lots of people are not fans of waterless coolants for that reason: with water being "1", glycols typically have a thermal capacity of around .68-.72. In the ICE world so very many people seem to be chasing cures for overheating, and waterless coolant just isn't the right fix for almost all those situations, so it's gotten a bad rep.
However, in the LDU I don't think we need a whole lot of heat-moving capacity; there's just not a lot of heat to be moved, and unlike a legacy ICE situation, the pump capacity is not limited by the idle speed of the ICE; Tesla's thermal management can push the fluid as fast as is needed regardless of other conditions.
I assume that most people are not going to go this route, but it's a valid idea for harm reduction of the expensive bits.
An extreme case - but on here someone reported running into thermal limiting issues in their track driven Cobra with LDU, just unable to remove heat from the rotor quick enough - so in that 'extreme' case waterless coolant would not be a good idea but on a road car could be valid.
As a thought experiment? how about the opposite - no coolant through the rotor? on a road car does the rotor actually need cooling? if you're not drag racing/high speed/towing etc..? there are no magnets to worry about - the copper rotor should be quite resilient to higher temps.?