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WHY COAT YOUR CYLINDER HEAD?

One of the best applications for coatings is in combustion chamber areas. Coating the combustion chamber of a cylinder head can increase performance significantly. In addition, more compression can be run as the proper coating will provide resistance to detonation.

Tuning changes can also increase the level of power generated. Coating the intake and exhaust runners can also impact performance. Coating the exterior and the area under the valve cover can improve heat management. By coating the combustion chamber, we reduce the amount of heat that escapes during the power stroke which means more of the heat generated is utilized in "pushing" the piston down.

The coating also insulates the surfaces so that they absorb less heat, reducing the load on the cooling system and reducing the amount of dimensional change the head may see from the heat it absorbs.

By transferring less heat to the incoming fuel charge detonation is reduced, as pre ignition which causes detonation, is generally the result of excessive heat absorption by the fuel as it enters the combustion chamber.

By allowing the heat of combustion to be more efficiently used, the fuel charge is better combusted, allowing more compression while reducing the fuel quantity need (in most cases) and increasing power. By accelerating the burn rate of the fuel, through better heat management, less timing is needed to have the optimum burn occur at top dead center. CBC2 is the standard coating to be used, with CBX recommended for very high compression motors (13:1 and above) or for engines that have tight quench areas as well as Turbo Charged, Super Charged and engines utilizing Nitrous Oxide systems.

Coating the ports helps with flow and provides additional thermal benefits. Coating the intake runner with a Dry Film Coating can reduce fuel drop out while insulating the incoming fuel from the heat of the head.

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WHY COAT YOUR PISTONS? 

A must for any serious engine! Piston coating is essential for high performance engines and today it is unusual to see a high end race engine of any description that does not use this technology. Since horsepower and temperature seem to go hand in hand, that is to say the higher the horsepower of any given engine, the natural by-product of this is heat and the key to maintaining engine power and long-term integrity is to manage the excess heat effectively. The top teams in most forms of motorsport all depend on specially configured engine parts and coating combinations to optimize the trade off between horsepower and temperature and Hi Octane performance coatings is at the forefront of this technology.

The skirts. Molybdenum Disulphide dry film lubricant Piston coating is the process of applying a dry film lubricant to the piston skirt, which reduces friction by up to 60%, attracts oil and keeps engine temperatures down during high performance operation. This process has become commonplace in any high performance application with some piston manufacturers now applying this as a standard practice. Antifriction piston coatings increase horsepower and piston life by evenly controlling part expansion, while reducing friction and part temperature.

The Crown. CBC2 Ceramic coating (CBX for alcohol, supercharged and Nitrous applications)
Piston coating doesn't end with the antifriction process. Cutting-edge piston function often requires the application of a reflective coating to the top of the piston, which reflects heat into the combustion chamber and improves engine operation, particularly in high compression or boosted engines.

Known as thermal barrier coating, this process will not only reduce piston temperatures and increase reliable part life, but the engine will experience improved combustion and performance as a result of heat being reflected back into the fuel charge. In addition to the piston crown, these thermal barrier coatings can be applied to the valve face, stem, exhaust port and combustion chamber, which contribute to increased exhaust gas velocity and greatly improved engine scavenging potential.

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