TLTD

The following comes from
Chuck McClellan, Orlando, Fl.

Chuck commented on his success with Black Satin last month. He thought we would be interested in the results of having inter cooler coated with TLTD. Sorry, for the delay in getting back with you. Please use what I wrote in the newsletter. I also forgot to tell you that I had my stretch inter cooler coated with the TLTD by a local shop and it performs great. I did before and after tests using inlet and outlet temperature probes and noticed a decrease of 9 degrees with the TLTD coating. What's the secret ingredient that makes this stuff work? It also smells really weird. Chuck M. '87 Turbo-T 12.29@112 mostly stock and a lot of boost!

Customers are winning!

From Bruce, BCD coatings in Tennessee

Just wanted to let you know that one of our customers, who cannot be named due to confidentiality, was the winner of one of the latest races at Daytona". (In February) This happens quite regularly. We know that the teams are running our coatings, but we cannot use their name.

Dyno Test

From BCD Coatings in Pulaski, Tenn

The test engine is a 9:1, naturally aspirated, 4.375 bore X 3.900 stroke big block Mopar with a total displacement of 469 cu. inches, making 485 HP and 552 ft. lbs. of torque uncoated. It has ported 906 cast iron heads, JE pistons, Eagle rods, RAS roller rockers, Schneider hydraulic roller cam, Crane lifters, S/B pushrods, BHJ damper, and a Firepower ignition. The induction was accomplished with a Team G intake with 2 inch spacer and topped off with a 750 cfm Edelbrock carb. This engine is destined for street duty in a 1962 Chrysler 300. A total of 15 dyno runs were made.

The baseline was established on the dyno at Richardson Auto Machine. Sufficient pulls were made while tuning the engine, to insure an accurate baseline. The engine was disassembled and inspected thoroughly. Next, the engine pieces were shipped to BCD Coatings. for the POWERKOTE application. The parts coated were the pistons and wrist pins, main and rod bearings, intake and exhaust ports, combustion chambers, valves, valve springs, and intake plenum and runners. Of course using the correct coating in each area is essential.

Next, the parts were carefully re-assembled as they were originally. For the sake of accuracy even the same piston rings were used! A couple of test runs were made just to insure all was well.

The initial runs were made with no change in jetting or timing and no real gains (or losses) were seen, as expected.

The theory is that you are improving the overall efficiency of the engine via improved combustion characteristics and reduced friction, and if you don't change the tune-up you do not utilize these co-factors. We substantiated that theory. Then we went down in jetting, then timing, then both. We found we could make basically the same power on less fuel and timing.

Then after several runs we went back to the baseline tune-up to assure ourselves we had not hurt the engine, as it had been run numerous times by now, and the last few runs were VERY lean.

Then we started stepping up the jetting, then timing, then both, as the engine was responding positively to more fuel and timing. We continued to step up the jetting and timing until the power dropped off. So, the best result was achieved by more fuel and more timing, in this case. No trick here, you just have to be willing to experiment somewhat with the tune-up to achieve the desired result. The tune-up can cover a broad range, and the sweet spot is definitely there, you just have to be patient enough to find it.

THE NUMBERS DON'T LIE! A gain of 37 HP and 34.4 ft. lbs. of torque at 5700 RPM on a roughly 500 HP motor! All a result of the engine's increased efficiency provided by our coatings alone! The jetting changes amount to just under 8% more fuel and the timing changes total 4 degrees advance. Corresponding to that is the just under 8% more power the engine made. The BSFC was in the same range with 8% more fuel and 4 degrees more timing as it was with the maximum power in the uncoated test. The EGT's are in the same range as the uncoated test. The bottom line is, the engine is 8% more efficient!

At the engine's former peak HP (5400 RPM) the improvement was 18.5 HP and 18 ft. lbs. of torque, and as the RPM increased to 5700 the spread grew larger, 37 HP/34.5 ft. lbs. To say we are excited over these test results is an understatement!!!!!!!

After reviewing Gary’s comments and other test results we find it interesting that the 440 Mopar seems to like more fuel when coatings are run. By comparison Small Block Chevy’s like less fuel and timing, with coatings. Gary’s comments about being patient are true, when it comes to tuning for performance, after coating.

Big Name in Karting

The following comes from
Russ at Ram Pro Line in Las Vegas, NV.

Paul Tracy, the driver of an Indy Car, has been having, Ram Proline, coat their internal engine components with Tech Line products as well as their exhaust pipes and chassis in Cermakrome, for his kart team.

Karting continues to be a very good market and you can use info such as provided by Russ.

 

Send e-mail to the editor: Leonard Warren