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I've been following the development of Diamond-Like Coatings (DLC's) for a
decade of so. These are vapor deposited coatings of carbon in diamond
crystal form applied directly to engine parts. The motorcycle racers have
exploited this technology for about an 8% increase in HP through reduction
in internal friction.

The stuff works on any internal surface where friction and wear is a
problem. Lycoming cams and mushroom tappets seem like a natural aplication.
The costs have come down to where a few hundred dollars of coating work is
enough for an engine. However, I haven't heard of the technology being
applied to aviation piston engines.

Bill D


wrote in message
ups.com...
On Apr 20, 5:42 pm, Mark Hickey wrote:

A truly outstanding article, but I tripped over...

Full-flow oil filtration was the hands-down
winner, reducing some types of wear by as much as 600%.
----------------------------------------------------------------------------------------------------------------
I can type over 100wpm. Oft times that's faster than I can
think :-) (I was trying to type '...as much as 60%.')

A few of the actual figures cited were 66% for wrist-pin wear, 50% for
crankshaft wear, 19% reduction of cylinder wall wear, 52% for piston
ring wear...

Some years ago I spoke with a fellow who retired from Fords that
remembered the project. He said it actually started in 1940 but was
put aside when the engineers were assigned to war-time projects. It
was taken up again following WWII but the test engines were only run
on a 9-to-5 basis, five days a week.

-R.S.Hoover

"Bill Daniels" bildan@comcast-dot-net wrote in message
...
I've been following the development of Diamond-Like Coatings (DLC's) for a
decade of so. These are vapor deposited coatings of carbon in diamond
crystal form applied directly to engine parts. The motorcycle racers have
exploited this technology for about an 8% increase in HP through reduction
in internal friction.

The stuff works on any internal surface where friction and wear is a
problem. Lycoming cams and mushroom tappets seem like a natural
aplication. The costs have come down to where a few hundred dollars of
coating work is enough for an engine. However, I haven't heard of the
technology being applied to aviation piston engines.


I have always wondered why the aviation community hasn't utilized more of
lessons learned from the racing communities. Granted, we have to deal with
certified products and procedures in most cases, and reliability should
always take a back seat to overall power output. But so much has been
learned from all forms of racing that deals strictly with reliability and
efficency, that is surprises me so little of it makes it to GA.

Certified? Not in a "homebuilt" group!

However, that said, I think you are right...reliability is a relatively
unknown word in racing engine circles I suspect...

I'm still waiting for the space shuttles to be reitred so I's can get
one of their engines as surplus and bolt it on my Corben :O

Scott


Maxwell wrote:
"Bill Daniels" bildan@comcast-dot-net wrote in message
...

I've been following the development of Diamond-Like Coatings (DLC's) for a
decade of so. These are vapor deposited coatings of carbon in diamond
crystal form applied directly to engine parts. The motorcycle racers have
exploited this technology for about an 8% increase in HP through reduction
in internal friction.

The stuff works on any internal surface where friction and wear is a
problem. Lycoming cams and mushroom tappets seem like a natural
aplication. The costs have come down to where a few hundred dollars of
coating work is enough for an engine. However, I haven't heard of the
technology being applied to aviation piston engines.



I have always wondered why the aviation community hasn't utilized more of
lessons learned from the racing communities. Granted, we have to deal with
certified products and procedures in most cases, and reliability should
always take a back seat to overall power output. But so much has been
learned from all forms of racing that deals strictly with reliability and
efficency, that is surprises me so little of it makes it to GA.





--
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)

"Scott" wrote in message
news
Certified? Not in a "homebuilt" group!
True, but you hear little talk of non-aviation products and techniques even
in the Experimental catagory.


However, that said, I think you are right...reliability is a relatively
unknown word in racing engine circles I suspect...

Oh not at all. Any of the endurance type racing, circle track, road and
off-road racers are extremely concerned with reliability. The drag racers
are about the only ones that care little about endurance.


I'm still waiting for the space shuttles to be reitred so I's can get one
of their engines as surplus and bolt it on my Corben :O

Scott

Well, maybe reliability for one or two races might be thought about. I
guess what I was alluding to was that I wouldn't think an engine built
for racing would have a high TBO compared to our slow turning tractor
engines (Lycoming, Continental, etc.).

Scott


Maxwell wrote:
"Scott" wrote in message
news
Certified? Not in a "homebuilt" group!

True, but you hear little talk of non-aviation products and techniques even
in the Experimental catagory.


However, that said, I think you are right...reliability is a relatively
unknown word in racing engine circles I suspect...


Oh not at all. Any of the endurance type racing, circle track, road and
off-road racers are extremely concerned with reliability. The drag racers
are about the only ones that care little about endurance.


I'm still waiting for the space shuttles to be reitred so I's can get one
of their engines as surplus and bolt it on my Corben :O

Scott






--
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)

"Scott" wrote in message
.. .
Well, maybe reliability for one or two races might be thought about. I
guess what I was alluding to was that I wouldn't think an engine built for
racing would have a high TBO compared to our slow turning tractor engines
(Lycoming, Continental, etc.).

Scott



That's true with many of the high performance techniques. Mult-angle valve
jobs, high lift and overlap cams, and high compression are good examples.
But many other techniques would do just the opposite. Precision balancing,
matching rod and piston lengths and weights, equalzing combustion chambers,
tuned exhaust systems and alike, will afford better performance and a much
smoother running engine. Not to mention friction reducing coatings mentioned
above. Dry sump oil systems and modifications to improve flow in the
lubrication system would be applicable too. Most of these items are too
expensive for a routine automotive overhaul, but begin to look much more
affordable for something as important and often as expensive aviation
overhaul.

On Apr 21, 3:20 pm, "Maxwell" wrote:
"Scott" wrote in message

.. .

Well, maybe reliability for one or two races might be thought about. I
guess what I was alluding to was that I wouldn't think an engine built for
racing would have a high TBO compared to our slow turning tractor engines
(Lycoming, Continental, etc.).

Scott

That's true with many of the high performance techniques. Mult-angle valve
jobs, high lift and overlap cams, and high compression are good examples.
But many other techniques would do just the opposite. Precision balancing,
matching rod and piston lengths and weights, equalzing combustion chambers,
tuned exhaust systems and alike, will afford better performance and a much
smoother running engine. Not to mention friction reducing coatings mentioned
above. Dry sump oil systems and modifications to improve flow in the
lubrication system would be applicable too. Most of these items are too
expensive for a routine automotive overhaul, but begin to look much more
affordable for something as important and often as expensive aviation
overhaul.

Well thought out ideas. My experimental is running a detuned V-8 and
proving that theory daily..


Ben
www.haaspowerair.com

Oh, I dunno, you don't win races by blowing up engines - you have to finish.

Most of what goes into race prepping an engine is beefing it up so it lasts
the whole race at extreme power output. Reduce power to a more reasonable
level and a race engines will last practically forever. The current crop of
"Sport Touring" motorcycles are just that - de-tuned racers. Having one
wear out or fail in service is almost unheard of.

The same tricks used to increase reliability of a race engine can be used to
increase reliability even further in normal use. DLC's increase reliability
not power.

Bill Daniels


"Scott" wrote in message
news
Certified? Not in a "homebuilt" group!

However, that said, I think you are right...reliability is a relatively
unknown word in racing engine circles I suspect...

I'm still waiting for the space shuttles to be reitred so I's can get one
of their engines as surplus and bolt it on my Corben :O

Scott


Maxwell wrote:
"Bill Daniels" bildan@comcast-dot-net wrote in message
...

I've been following the development of Diamond-Like Coatings (DLC's) for
a decade of so. These are vapor deposited coatings of carbon in diamond
crystal form applied directly to engine parts. The motorcycle racers
have exploited this technology for about an 8% increase in HP through
reduction in internal friction.

The stuff works on any internal surface where friction and wear is a
problem. Lycoming cams and mushroom tappets seem like a natural
aplication. The costs have come down to where a few hundred dollars of
coating work is enough for an engine. However, I haven't heard of the
technology being applied to aviation piston engines.



I have always wondered why the aviation community hasn't utilized more of
lessons learned from the racing communities. Granted, we have to deal
with certified products and procedures in most cases, and reliability
should always take a back seat to overall power output. But so much has
been learned from all forms of racing that deals strictly with
reliability and efficency, that is surprises me so little of it makes it
to GA.



--
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)

Bill Daniels wrote:
Oh, I dunno, you don't win races by blowing up engines - you have to finish.

Most of what goes into race prepping an engine is beefing it up so it lasts
the whole race at extreme power output. Reduce power to a more reasonable
level and a race engines will last practically forever. The current crop of
"Sport Touring" motorcycles are just that - de-tuned racers. Having one
wear out or fail in service is almost unheard of.

The same tricks used to increase reliability of a race engine can be used to
increase reliability even further in normal use. DLC's increase reliability
not power.

Bill Daniels

Hey, Wot's a DLC???(please)Jerry


"Scott" wrote in message
news
Certified? Not in a "homebuilt" group!

However, that said, I think you are right...reliability is a relatively
unknown word in racing engine circles I suspect...

I'm still waiting for the space shuttles to be reitred so I's can get one
of their engines as surplus and bolt it on my Corben :O

Scott


Maxwell wrote:
"Bill Daniels" bildan@comcast-dot-net wrote in message
...

I've been following the development of Diamond-Like Coatings (DLC's) for
a decade of so. These are vapor deposited coatings of carbon in diamond
crystal form applied directly to engine parts. The motorcycle racers
have exploited this technology for about an 8% increase in HP through
reduction in internal friction.

The stuff works on any internal surface where friction and wear is a
problem. Lycoming cams and mushroom tappets seem like a natural
aplication. The costs have come down to where a few hundred dollars of
coating work is enough for an engine. However, I haven't heard of the
technology being applied to aviation piston engines.


I have always wondered why the aviation community hasn't utilized more of
lessons learned from the racing communities. Granted, we have to deal
with certified products and procedures in most cases, and reliability
should always take a back seat to overall power output. But so much has
been learned from all forms of racing that deals strictly with
reliability and efficency, that is surprises me so little of it makes it
to GA.


--
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)

Read below in earlier post.

"Jerry Wass" wrote in message
. net...
Bill Daniels wrote:
Oh, I dunno, you don't win races by blowing up engines - you have to
finish.

Most of what goes into race prepping an engine is beefing it up so it
lasts the whole race at extreme power output. Reduce power to a more
reasonable level and a race engines will last practically forever. The
current crop of "Sport Touring" motorcycles are just that - de-tuned
racers. Having one wear out or fail in service is almost unheard of.

The same tricks used to increase reliability of a race engine can be used
to increase reliability even further in normal use. DLC's increase
reliability not power.

Bill Daniels

Hey, Wot's a DLC???(please)Jerry


"Scott" wrote in message
news
Certified? Not in a "homebuilt" group!

However, that said, I think you are right...reliability is a relatively
unknown word in racing engine circles I suspect...

I'm still waiting for the space shuttles to be reitred so I's can get
one of their engines as surplus and bolt it on my Corben :O

Scott


Maxwell wrote:
"Bill Daniels" bildan@comcast-dot-net wrote in message
...

I've been following the development of Diamond-Like Coatings (DLC's)
for a decade of so. These are vapor deposited coatings of carbon in
diamond crystal form applied directly to engine parts. The motorcycle
racers have exploited this technology for about an 8% increase in HP
through reduction in internal friction.

The stuff works on any internal surface where friction and wear is a
problem. Lycoming cams and mushroom tappets seem like a natural
aplication. The costs have come down to where a few hundred dollars of
coating work is enough for an engine. However, I haven't heard of the
technology being applied to aviation piston engines.


I have always wondered why the aviation community hasn't utilized more
of lessons learned from the racing communities. Granted, we have to
deal with certified products and procedures in most cases, and
reliability should always take a back seat to overall power output. But
so much has been learned from all forms of racing that deals strictly
with reliability and efficency, that is surprises me so little of it
makes it to GA.


--
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)