Petro's ERL Superdeck 427 w/ Whipple 2.9L
06-01-2017, 06:20 PM
#162
This stuff is definitely slick
This is the pressure relief valve for the oil pump. I left it in on purpose while sandblasting and applying the Cerakote mirco slick so the port it slides in wouldn't be affected. Anywho a small spot got blasted and coated on the valve since I left it in so I removed it and polished it. (I was going to polish it anyways as these valves have been known to be "sticky") The micro slick isn't fully cured yet so I thought it would polish off within a 1-3 seconds....WRONG the stuff is so slick the buffing compound and wheel can't even catch on it to remove it and I purposely tried removing it!!! The professionally applied DLC (Diamond Like Coating) on my roller lifters buffs off within 2-3 seconds without even trying!!!!
This is the pressure relief valve for the oil pump. I left it in on purpose while sandblasting and applying the Cerakote mirco slick so the port it slides in wouldn't be affected. Anywho a small spot got blasted and coated on the valve since I left it in so I removed it and polished it. (I was going to polish it anyways as these valves have been known to be "sticky") The micro slick isn't fully cured yet so I thought it would polish off within a 1-3 seconds....WRONG the stuff is so slick the buffing compound and wheel can't even catch on it to remove it and I purposely tried removing it!!! The professionally applied DLC (Diamond Like Coating) on my roller lifters buffs off within 2-3 seconds without even trying!!!!
06-01-2017, 09:11 PM
#164
Yeah hopefully...I know of quite a few other engines with this stuff applied without any issue. The piston skirts are a popular application and those receive some major force and surface speeds without any ill effect. The whole inside of the engine along with basically every moving part is getting coated with it so fingers crossed it doesn't fail.
06-02-2017, 11:21 AM
#166
DUDe,
You got issues. LOL
You got issues. LOL
06-05-2017, 03:59 PM
#174
Originally Posted by Petraszewsky;19641451
[URL=http://s1377.photobucket.com/user/LSXSONOMA/media/IMG_7045_zpso9kf66vd.jpg.html
[URL=http://s1377.photobucket.com/user/LSXSONOMA/media/IMG_7045_zpso9kf66vd.jpg.html
[/URL]https://www.corvetteforum.com/forums...-strength.html
06-05-2017, 04:55 PM
#175
TECH Senior Member
iTrader: (7)
Shot peening seems more appropriate for springs...but I do not know that with any certainty...
Also, why coat the springs? They don't exactly have a lot of friction to begin with.
Andrew
Also, why coat the springs? They don't exactly have a lot of friction to begin with.
Andrew
06-05-2017, 05:15 PM
#176
I think it helps with heat as well Andrew.....and springs definitely heat up with all the cycling -
tremendous amount of "internal" friction.
http://www.tracklab.biz/pages/JCM/ValveSpings.html Had a chance to spend about 3 hours of one on one time with one of the (30 or so) PhD M.E.'s that Hendrick Racing employs to help with engine/component design. This guy was responsible for piston design. He said far and away -- the valve springs are the most 'on-the-edge' component in their motors. And they are really healthy motors -- with their stroke, 9000-9500 rpm results in higher average piston speeds than an F1 engine at 18k. In fact, this guy left an F1 team to take the job with Hendrick. Nonetheless - it's the valve springs that are the most beat up component in the motor.
My concern, especially on a spring, would be that there's some area on the ID or in between the coils, for example, that doesn't get quite the surface prep from blasting that is required. And it's in an area like that you get poor adhesion and resulting failure of the coating to adhere. But, I'm just sittin' here makin' up stuff in my head.....
tremendous amount of "internal" friction.
http://www.tracklab.biz/pages/JCM/ValveSpings.html Had a chance to spend about 3 hours of one on one time with one of the (30 or so) PhD M.E.'s that Hendrick Racing employs to help with engine/component design. This guy was responsible for piston design. He said far and away -- the valve springs are the most 'on-the-edge' component in their motors. And they are really healthy motors -- with their stroke, 9000-9500 rpm results in higher average piston speeds than an F1 engine at 18k. In fact, this guy left an F1 team to take the job with Hendrick. Nonetheless - it's the valve springs that are the most beat up component in the motor.
My concern, especially on a spring, would be that there's some area on the ID or in between the coils, for example, that doesn't get quite the surface prep from blasting that is required. And it's in an area like that you get poor adhesion and resulting failure of the coating to adhere. But, I'm just sittin' here makin' up stuff in my head.....
Last edited by Michael Yount; 06-05-2017 at 05:20 PM.
06-05-2017, 05:53 PM
#177
Thanks for the read. I'm going to risk it and see what happens though. People have their valvesprings coated all the time and you have etch them to coat them. Springs do see tons of heat and friction with double springs. I'm hoping to decrease friction and keep them cooler. They stay a lot cooler with a spring oiler like Granatelli has for LS engines.
Here's a good read on the study of oil aeration that I found the other day
https://pdfs.semanticscholar.org/027...0cfe32e5c4.pdf
Here's a good read on the study of oil aeration that I found the other day
https://pdfs.semanticscholar.org/027...0cfe32e5c4.pdf
Last edited by Petraszewsky; 06-05-2017 at 06:00 PM.
06-05-2017, 07:36 PM
#178
This is another broader brush about coatings -- a bit dated now, but covers the basics. http://www.hotrod.com/articles/ctrp-...gine-coatings/
My "unusual" approach was simply to use piston top coating for the outside and inside of the exhaust manifolds and head pipes. The NASCAR types in this area swear by it. So far -- I'm very impressed with reduced temps and how it has held up to thermal cycles. And it looks different from anything I've done before.
BTW - acid etching would assuage my concerns about 100% proper surface prep before coating.
My "unusual" approach was simply to use piston top coating for the outside and inside of the exhaust manifolds and head pipes. The NASCAR types in this area swear by it. So far -- I'm very impressed with reduced temps and how it has held up to thermal cycles. And it looks different from anything I've done before.
BTW - acid etching would assuage my concerns about 100% proper surface prep before coating.
Last edited by Michael Yount; 06-05-2017 at 07:42 PM.
