PERFORMANCE COATINGS

The object in performance and competition is to go faster, last longer and do it cheaper. This can not be obtained unless the parts stay together so they don’t have to be replaced. One of the space age technologies that has been around for 30 some years is the industrial coating of parts to protect them. TBC™ Ceramic holds heat inside the combustion chamber where it can be converted to horsepower, rather than dissipate through the pistons, even on turbocharged engines. This thin, ultra smooth ceramic coating also insulates the piston metal so oil contacting the underside will not absorb a high amount of heat. No evidence of oil burn will be found on the underside of Swain Tech coated pistons. Besides losing up to one MPG and immeasurable reductions in performance due to low-sulfur fuel and inconsistent additives, operators have also experienced heat checking and piston-dome melting. This is caused by erratic heat from the fuel’s poor spray pattern. Swain’s TBC™ Ceramic coating eliminates checking and melting. TBC™ Ceramic is applied to piston domes by a proprietary metallurgical process that literally mingles the coating material ions with those of the substrate for a super high strength body. Swain Tech coated pistons can be installed just as they come from the box; they need no clearance consideration or polishing.

Poly Moly™ is a proprietary formulation of low-friction polymers holding molybdenum and tungsten disulfides in solid suspension. When applied .0005” thick to piston skirts, Poly Moly drastically reduces friction between metal and oil film, resulting in oil temperature reductions. Poly Moly™ also provides excellent protection in the event of oil starvation. Swain Tech also applies PC-9, a special heavy-duty anti-wear anti-seize coating to rod and main bearings inserts. The coating was developed for high-horsepower, high heat generating, and high performances applications. Besides reducing heat, the PC-9 coating also reduces wear, cold-start damage, and the amount of horsepower lost to friction. Fleets and owner-operators using coated bearings report an average 40° F reduction in oil temperature, 2-3 more pounds of oil pressure, and much less abrasive wear on bearings. Coated bearings also last longer and perform better. Changing coated bearings at 250,000 miles isn’t necessary. The Swain Tech PC-9 coating lubricates during cold-weather start-ups. “Spider webbing” and cavitations from oil bubbles are eliminated and the coating protects bearings from oil starvation and contaminates like antifreeze. The combination of these two coatings prevents premature piston cracking, burning or skirt ear, as well as increasing fuel mileage. The same coated pistons can be reinstalled in many engines during a 500,000-mile rebuild because they are in such good condition. This can save nearly $4,500 on a rebuild. Under hood temperatures can be further reduced and performance improved with ceramic coated exhaust manifolds.

COATINGS

Our new process of camshaft protection is Titanium Nitride VTI. The Lindure Heat Treating Process is a thermo-chemical surface treatment of nitrogen in a solid solution. This enhances resistance of fatigue corrosion and wear. It’s attractive black finish increased load carrying capacity needed by the added stress of the cam followers for high horsepower engines and fuel pump camshafts and camshaft lobes.

DEEP CRYOGENIC TREATMENT

The stress relief process is to produce stronger more reliable engine components. Metallurgists know that residual stress is created whenever a piece of metal is mechanically or thermally “processed”. In other words, every time you hammer, cut, bend, bore, machine, forge, or weld a part, residual stress is produced and “stored” with in that part. Although difficult to calculate and measure, residual stress left untreated can make itself known in a number of undesirable ways. More often than not, this will shorten the life of an otherwise well made component. Unfortunately, many shops are still simply unaware of the problems residual stress causes. While others have chosen to just ignore it.

Deep Cryogenic Processing” can be the “extension” to heat treating. The carbon starts to form; the internal stress is reduced, which minimizes the susceptibility to micro cracking. The wide distribution of every hard, fine carbides from deep cryogenic treatment also increases wear resistance. The process is not coating, but permanent irreversible change completely through the metal structure. Cryogenic temperatures (-¯300°F) are required to affect a complete molecular change in most alloy steels, making a denser refined mix smaller and more uniform. This process will also thermally relieve stress of a part. Stress is the “enemy” of steel and aluminum if it is not imparted in a uniform manner. Stress boundary areas are susceptible (likely) to micro cracking which leads to fatigue and eventual failure. Residual stresses exist in engine parts from the original steel forming casting or fogging operations.

Back to Engine Page