Waterless coolant is pretty much snake oil when it comes to pressurised cooling systems. Its a less efficient coolant and requires much greater temperature changes to extract any given amount of heat.
With a pressurised water based cooling system you can arrange things so that most of the heat energy being taken out of the engine goes into trying to boil the water against the pressure head. As the energy needed to change the state of water from liquid to vapour is large a lot of heat can be absorbed without much change in coolant temperature. Which makes it much easier to keep the whole engine temperature stable. Theoretical ideal is for the hot coolant entering the radiator to have not quite enough energy to boil against the pressure head and the coolant leaving the radiator to be just a fraction below boiling point at that pressure. In a real system you make sure you have some margin but the temperature can be much more stable than with waterless coolant where any heat extracted from the engine goes directly into changing the coolant temperature.
The raison d'etre of waterless coolant is its much higher boiling point than unpressurised water. So it works pretty well in a crude, unpressurised or low pressure motor with a big cooling system and lots of metal in the block. A big metal block makes an effective heat sink smoothing out temperature variations between cold and hot ends. Lots of coolant rushing round allows the heat to be taken up without too much difference between hot and cold ends. But its still hard to arrange a nice smooth temperature gradient from the bottom of the block, where the coolant enters, up to the head where it leaves. With conventional coolant passage layout having water inlet and outlet at the same end of the motor with longitudinal galleries in block and head joined by vertical passages its very easy to have a short circuited system where the back end of the engine runs dangerously hotter than the front.
For all sorts of reasons our alloy V8 engines don't do well with internal temperature variations so are intrinsically unsuited to waterless coolants. It's a big cooling system so you can get away with it if you don't push too hard or in racing where high power, and high heat, normally goes with high speed so plenty of airflow over the radiator and in the engine compartment to help keep stuff cool. A modern motor designed for waterless coolant will have a rather different coolant passage layout.
Finally, unpleasant though boiling is with steam flying everywhere, it is very effective at pulling a lot of heat out of the motor very quickly. Just need to ensure coolant flow is continuous and all the passages are full to keep drawing the heat out. Much easier said than done. Which is why steam cooling where the coolant turns to vapour inside the motor has never been made to work reliably despite being much more efficient and needing far less coolant than a conventional system.
As usual there are darn good reasons for the conventional fuddy duddy engineering approach. You have to work hard to come up with something that is all round better.