Apple scheduled to release iOS 8 beta 4 Monday July 21st
One of our Apple sources has let us know that the company is currently planning on making iOS 8 beta 4 available to developers and testing partners on Monday, July 21st. This would be a two-week gap between iOS 8 beta 3 and beta 4, differing from the three-week gap from beta 2 to beta 3. We have also been able to get a glimpse at the iOS 8 beta release calendar and we will continue to share iOS 8 beta release dates with you as we get closer to them. While Apple’s iOS betas are only meant for developers to use on test devices, many people run the software on their personal iPhones and iPads, and with each new beta comes improvements and also potential new bugs.
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Cutting Tools and Abrasives for Engine Work
High speed CNC porting tooling requires plenty of coolant to flush away chips and to carry away heat.
When it comes to machining late model engines, tolerances are generally much tighter and finishes often have to be much smoother to meet original equipment specifications.
If you’re doing performance work, there’s even less margin for error. Consequently, you need up-to-date equipment and tooling that can hold close tolerances and deliver high quality finishes while boosting productivity at the same time.
Most of today’s boring, honing, resurfacing and valve and guide machines have the speed, rigidity and accuracy to achieve these kind of results, but they also require tooling that can match the performance capabilities these machines are designed to deliver.
Carbide has served the automotive engine building industry well for many years, and it is still an affordable option for shops that can’t afford the higher initial cost of superabrasives, like PCD (PolyCrystaline Diamond) or CBN (Cubic Boron Nitride).
Carbide was first introduced way back in the 1930s for cutting cast iron and steel. There are various types of carbide including tungsten carbide and titanium carbide.
Small particles of carbide are bonded together with cobalt in a sintering process to manufacture various types of tool inserts, drill bits, end mills, ball mills, cutting tools and reamers.
The toughness and durability of a carbide tool will depend on the type of carbide, how much cobalt, nickel, molybdenum or other metals are in the alloy, whether the tool is solid carbide or a cemented carbide over a steel substrate, and whether the tool has an outer coating.
For some applications such as a fluted reamer for bronze or manganese valve guides, plain carbide often works best. But, for reaming cast iron guides, a coated carbide may be better.
For milling and boring cast iron and aluminum heads and blocks, carbide works well on both.
But, carbide has more of a challenge cutting harder metals such as ductile iron and Compacted Graphite Iron (CGI).
The harder the metal, the faster the tool wears and the more often you have to replace your tooling.
It’s the same story with cutting speeds. The higher the cutting speed, the more heat that’s generated and the shorter the tool life.
Coated carbides hold up better than uncoated carbides, and some coatings have been specially developed for machining ductile iron and CGI.
Even so, CBN would probably be the best choice for machining the harder grades of iron because of its increased toughness and tool life. Even though the initial cost of CBN is higher than carbide, CBN can actually save you money in the long run because the tooling lasts longer.
If you’re boring cylinders in cast iron engine blocks, carbide works fine, as long as you keep the speed and depth of cut within limits.
PolyCrystaline Diamond (PCD) tooling works best on aluminum, while Cubic Boron Nitride (CBN) tooling is best for surfacing iron.
The best results are typically achieved with a boring speed of 400 RPM with standard carbide tooling. At that rate, you can probably bore 40 to 50 cylinders before you have to replace or rotate the tooling.
On the other hand, if you are using a high speed boring machine, you’ll have to use CBN because carbide just won’t hold up at higher cutting speeds.
With CBN and high speed boring equipment, you can bore a cylinder in 30 to 40 seconds at 1,200 to 2,500 RPM. The only drawback to faster boring speeds is that may leave a rougher surface with fractured metal that will require additional honing to get it down to base metal for a proper surface finish.
The best choice for machining aluminum blocks and heads is PCD. Aluminum chips tend to stick to CBN, but not PCD, so if you don’t want to use some type of lubricant/coolant when machining aluminum, use PCD inserts to achieve the high quality finish you want.
Like CBN, PCD is extremely hard and provides long tool life, but it can react chemically when used on iron, and lose its cutting edge.
If you want to use CBN to resurface aluminum, a light coating of soap, wax or WD-40 can prevent the aluminum chips from sticking to the CBN tooling and smearing the surface.
To achieve a high quality finish with any type of tooling, use a higher cutting speed and lower feed rate with a very shallow cut on the final pass (less than .001 inch). With a single insert cutter spinning at 1,000 to 1,500 RPM, keep the feed rate under two inches per minute. This should produce a surface finish in the low teens (RA or Roughness Average).
Just as important as using the right tooling, speeds and feeds is the rigidity of the equipment itself. To achieve today’s flatness and smoothness requirements, a surfacer must be a very rigid machine. The work table, cutting head, shaft and motor must all be strong and constructed to extremely tight tolerances.
Any flexing or movement in these parts will affect the quality of the surface finish regardless of the type of inserts you are using.
So, if you’re not getting the kind of surface finishes you want, don’t blame the inserts you are using. It might be the equipment itself.
Line honing a cylinder block is necessary for proper bore alignment and geometry.
High-Tech Tool Coatings
The science of coatings has come a long way in recent years. Coatings generally improve tool durability and wear resistance significantly compared to uncoated tools. Some coatings can extend tool life up to 10X or more.
Coatings can also reduce the amount of power needed to cut metal while reducing heat buildup in the tool and on the work surface.
Coatings such as Titanium-Carbo-Nitride (TiCN) and Zirconium-Nitride (ZiN) may be used to add wear resistance. Titanium-Nitride (TiN) is a gold colored coating that may also be used for wear resistance. Aluminum Oxide (alumina or Al2O3) or Zirconium-Oxide (ZrO2) may also be used to provide thermal and corrosion protection. Some inserts have multiple coatings to provide multiple benefits.
Coatings may be applied by a Chemical Vapor Deposition (CVD) process or by a Physical Vapor Deposition (PVD) process. Coatings applied by a CVD process are usually thicker, provide increased wear resistance and usually more suitable for higher cutting speeds. CVD is often used to apply TiCN and Al2O3 coatings on tools. Coatings applied with a PVD process may be extremely thin (only 0.25 to 5 microns thick), but leave a sharper cutting edge best suited for slower cutting speeds. PVD coatings are often used on solid carbide tools as well as positive rake inserts. PVD coatings also work well on inserts used for intermittent cuts (like resurfacing cylinder heads).
Coatings obviously add expense to manufacturing of tooling, but when you consider the advantages that coatings often provide (longer tool life and better surface finishes), they are well worth the cost.
The best advice is to follow the tool supplier’s recommendations for which type of coatings will work best for a given application.
Cutting Valve Seats
The majority of cylinder heads today are aluminum, which means the heads may have to be machined to accept new valve seats and/or valve guides if the original parts are loose or damaged.
Valve seats are typically refinished with multi-angle valve seat cutters which include 3-angle, 4-angle, multi-angle and even continuous curve bits. Guides can be reamed to oversize to accept valves with oversized stems, or enlarged to accept valve guide liners or new guides.
Tungsten carbide valve seat cutters with various angle profiles and diameters have made valve seat finishing into a one-step operation, even for multi-angle valve jobs. Individual seat angles can still be cut the “old fashioned way” using several single angle cutters, but why make extra work for yourself if it can be done in a single step with a multi-angle cutter?
Carbide or diamond honing stones can both deliver a high-quality finish. Diamond stones cost more initially, but can hone far more cylinder bores and with greater consistency than the carbide units.
Honing Abrasives
Honing abrasives may be used for line honing main bores and cam bores as well as cylinder bores.
Honing may be multi step as when rough honing followed by finish honing, or it may be used following a boring operation to smooth the bores to final dimensions and surface finish specifications.
One of the concerns with cylinder honing is tool flex and the problems it can create in the bore geometry and finish. For some operations, a honing abrasive that cuts freely may be more important than the longevity of the honing stones.
Thinner stones combined with honing heads that are more closely matched to match a specific bore diameter rather than a broad range of bore sizes is a current trend in shops today.
According to one supplier of honing stones, most engine builders are using metal bonded diamond or CBN honing abrasives rather than conventional vitrified abrasives such as silicon carbide or aluminum oxide for their honing operations. Silicon carbide works well with ordinary cast iron, while aluminum oxide is better for harder alloys.
Conventional vitrified abrasives cut cleanly and do an excellent job of finishing cylinders – as long as you use the right honing procedure to achieve a bore finish that meets OEM specs or the ring manufacturer’s requirements. But, conventional honing stones also wear quickly, so you have to constantly monitor the honing process and compensate for stone wear to keep the bores round and straight.
By comparison, diamond and CBN honing abrasives wear very little so they cut more consistently. This usually allows more uniform finishes and better overall results.
A set of conventional vitrified honing stones might handle up to 30 V8 blocks (240 to 260 cylinder bores) before they’re worn out and have to be replaced.
A set of metal bond diamond honing stones, on the other hand, might do as many as 1,500 V8 engine blocks (12,000 cylinder bores) before they have to be replaced. That’s a huge difference!
So, although the initial cost of the diamond honing stones is much higher than conventional honing stones, their longer service life more than makes up the difference over the long run.
Because diamond is a harder material and wears more slowly than conventional abrasives, it cuts differently and requires more pressure.
Diamond tends to plow through a metal surface rather than cut through it. This can generate heat and distortion in the cylinder bore if the wrong type of equipment, pressure settings or lubrication are used in the honing process.
When done correctly, though, it can actually improve bore geometry by producing a rounder, straighter hole.
Diamond is also good for rough honing cylinders to oversize because it can remove a lot of metal fast. Finishing requires at least a two-step procedure, otherwise the surface will be too rough.
If you’re switching from conventional stones to diamond, you’ll generally have to use a higher number grit to achieve the same RA (roughness average) when finishing a cylinder.
For example, if you have been using #220 grit conventional stones to finish cylinders for chrome rings, the equivalent diamond stones might be a #325 grit.
If you have been using #280 grit conventional stones to hone for moly rings, the diamond equivalent might be #550 grit stones. The actual numbers will vary somewhat depending on the brand and grade of the stones.
Diamond honing stones tend to leave a lot of folded and torn metal on the surface, so the bores usually need to be brushed to remove the debris when they are finished.
Many different names are given to the same tool and process. Some call it a plateau hone, a soft hone, a whisker hone or an ultra-fine hone. But they all do the same thing: they sweep across the surface to remove jagged peaks, folded and torn material.
A cylinder bore must also have a certain amount of cross hatch and valley depth to retain oil. It must also provide a relatively flat surface area to support the piston rings.
Ring manufacturers typically specify a surface finish of 16 to 25 RA for moly faced rings. These numbers can be easily obtained with diamond stones and brushing.
When finishing the cylinders with a brush, only light pressure is required.
The RPM of the brush should be similar to that which the cylinder was originally honed, and no more than 16 to 18 strokes should be applied (some say 8 to 10 strokes is about right).
Too many strokes with a brush may produce too smooth a finish that doesn’t hold oil.
Reversing the direction of rotation while brushing helps to remove the unwanted material on the surface. The end result should be a cylinder that provides immediate ring seal with little if any wear on the cylinder wall or rings when the engine is first started.
Brushing the bore after honing makes a huge improvement in the surface finish, whether diamonds or conventional honing stones were used to hone the bore.
Brushing should lower the overall RA down to 8 to 12, with RPK (relative peak height) numbers in the 5 to 15 range, and RVK (relative valley depth) numbers in the 15 to 30 range.
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July Shop Solutions
Organize and Save
Organizing your parts inventory in your shop, building or warehouse is difficult whether it’s a few pieces or a few thousand parts.
Start by thinking about what it’s going to take to find that part later on. Have an area set aside for just parts, arrange it in categories and decide if shelves, wall hooks or a combination will work best. Because none of us are getting any younger and the numbers on the boxes seem to be getting smaller and smaller, we try to use the bottom shelf for only large boxes or over-stock items. There’s nothing more annoying than ordering a part and then finding you had one in a corner later on. So keep them close and easy to find to save money and time.
Ken Marlar
Sterling Engine Parts
Minneapolis, MN
More on Cam Gear Clearances
I recently read a Shop Solution about using a cam and cam gear to test for gear to block clearance on late, small block Chevys. For years we’ve used an aluminum hub that’s .002” under cam bearing bore size so a guy can do it when the block is stripped and cleaned. We turned down the scrap aluminum in our shop on the lathe, where it was also drilled and tapped. This can save you from damaging a new cam bearing and it is much easier to handle than a gear with the camshaft hanging off of it.
Randy Torvinen
Torvinen’s Machine
Menahga, MN
Yes, I’m in 100%
Many years ago, before I got into the engine business, I met an attorney who told a story that made sense then and still applies today. He said, “When I represent a defendant, I get paid 100 percent up front, that way I only have to worry about keeping my client out of jail as opposed to both getting paid and keeping him out of jail. If I have to worry about both, I’m going to worry more about getting paid.”
This applies today to many of our machine shop customers. Many times when I call on machine shops, I see jobs that are finished and just waiting to be picked up (and paid for) which creates a cash flow issue for the machine shop owner. They paid for the parts and the labor to build the engine and are forced to wait for their customer to come up with the cash.
I do have a few customers who use the old attorney system of getting paid 100 percent before starting the job. Those shops can worry 100 percent of the time about building the best engine possible and delivering it on time, rather than being paid, and their customers know it.
If your customer can’t afford to pay for the entire job before you start, what miracle to do you expect to happen for him to come up with the balance a week later when the job is done? Consider a 100 percent deposit on the job, and focus on completing the job on time, as promised.
Mark D. Sarine
Engine Rebuilders Warehouse, Inc.
Dania Beach, FL
Engine Bearings: Friction and Pre-Lubrication Issues
Overcoming friction is essential to successful bearing service. In order to understand friction, we must take a close-up look at a “smooth” surface. If we were to take a cross-section of a polished piece of metal, we would see that even a ground and polished surface has peaks and valleys (If magnified, picture two files rubbing together).
Measuring these peaks and valleys with a precision electronic instrument is how surface finish is determined. When two surfaces come together, the peaks make contact. Under load, the peaks tend to weld together. This is often called “micro-welding.” Sliding the mating surfaces across each other requires that these tiny welds be broken apart. This is friction. As the peaks are torn apart heat is created and tiny particles break off causing what we commonly refer to as wear.
With very few exceptions, engine bearings rely on hydrodynamic lubrication for successful performance. What that means is, in operation the shaft floats on a thin film of oil. This is what keeps friction and wear to a minimum. Thickness of the oil film depends on a number of variables within the engine such as load, speed and oil viscosity. Oil film thickness should not be confused with clearance, which is the space between the shaft and bearing.
Although the entire clearance space may be filled with oil, the shaft is forced off center by engine loads. This causes the shaft to operate very close to the bearing on one side of the clearance space. Generally speaking minimum oil film thicknesses in this loaded area of the bearing are typically in the range of only .0001” to .0002”. Even though these minimum oil film thicknesses are very small, engine bearings can have an almost unlimited life if proper operating conditions are established at assembly and maintained throughout the engine’s service life.
The engine’s oil film is generated by shaft rotation. At rest the shaft and bearing are in contact. On start-up the shaft rubs the bearing briefly. Running, the shaft pulls oil from the clearance space into the wedge shaped area between the shaft and bearing. The oil wedge lifts the shaft away from the bearing and supports it during engine operation. The force exerted by the oil wedge must be sufficient to offset the load applied by the engine or the oil film will collapse resulting in contact.
Because oil must be present in the bearing clearance space in order for the shaft to build an oil film, pre-lubricating an engine before initial start-up is extremely important. Even though everything inside the engine was coated with oil at assembly, oil can be thrown off rather quickly once the crankshaft starts spinning.
Actually pumping oil through the engine’s oil galleries is the only effective way to pre-lubricate the engine. This can be done on some engines by actually driving the oil pump with an old distributor shaft or oil pump priming tool in an electric drill. Where this is not feasible, supplying pressurized oil from an external source is the best way. Attach a hose from the oil source to the engine’s main oil gallery where the oil pressure-sending unit mounts. Pre-lubing in this way will prime the pump and filters and fill all oil passages.
Having explained a little about friction and wear and how a bearing’s oil film is formed, it is easy to see that oil film thickness and surface roughness are interrelated. Rougher surfaces demand thicker oil films to prevent friction and wear. Obviously, if the surface roughness of the shaft exceeds the oil film thickness, wear will result. Similarly, conditions which cause misalignment between shaft and bearing surfaces such as taper, barrel shape or hour glass in journals or housing will negatively affect the maintenance of an adequate oil film across the entire bearing surface. Modern bearing designs have also eliminated features like holes and grooves from the loaded areas of bearings because they tend to break-up the oil film and reduce the margin for operating safety.
Engine Pro Technical Committee with thanks to Mahle Aftermarket Inc.
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Blake’s Remanufacturing’s 40-Year History and its Future
In today’s volatile business environment, many companies don’t last long enough to see many milestone anniversaries, let alone make it long enough to see the third generation of leadership. However, despite the odds of the business world being against them, Blake’s Remanufacturing in Denver reached its 40th anniversary milestone in 2013.
The company remanufactures crankshafts, camshafts, lifters, connecting rods, cylinder heads, cylinder blocks, and rocker assemblies for major manufacturers, and was founded by Robert Blake in 1973.
Blake was an entrepreneur most of his adult life, starting businesses and becoming successful along the way, which is impressive when you consider that he only had a sixth grade education.
He began tinkering with cars and motorcycles as a young man and was an accomplished racer. His obsession with motors quickly turned into a career.
Blake retired from his own business, Power Engineering Company, at the age of 59. However, he was one of those guys who didn’t do well with retirement.
So, in 1973, Blake decided to start another camshaft and crankshaft grinding company as a hobby to keep himself busy. His hobby turned into Blake’s Grinding and he continued to work there in his old age.
When Blake passed away in the mid 1990s, he gave his company to his daughter, Barbara Blake. Barbara ran the business for several years, but in 1999, she decided it was her time to retire, and turned the reins over to her son, Dan Bendever.
Dan Bendever is a third-generation owner of Blake’s Remanufacturing. When he became president in 1999, the company only had three employees and was only involved in camshafts and lifters. Dan has significantly changed the business to where it is today.
“When my grandfather first started he was doing pony crankshafts,” says Bendever, who is president of the company today. “It evolved and he started doing camshafts, crankshafts and lifters. He did that from ’73 until the late ‘80s and early ‘90s. He then sold the crankshaft part of the business.”
In 1999, when Bendever’s mom was ready to sell the company, Dan bought it and has been running it ever since. When Dan took over the company there were only three employees and the company was doing about $280,000 a year.
“We have transformed the company from just doing camshafts and lifters into doing connecting rods and getting back into crankshafts,” Bendever says.
Dan saw that Blake’s Remanufacturing needed some innovation and restructuring to get the gears going in the business. Through Dan’s vision and efforts the company grew to $2.7 million in 2007.
Business Overhaul
In October 2008, the economy collapsed, but that didn’t deter Dan from his philosophy of continuing to expand the company, and by following his vision Blake’s Remanufacturing survived the great recession.
Dan quickly realized that many customers were now doing their own machine shop work, aftermarket OEM parts from overseas were becoming better quality and that full engine overhauls were the wave of the future.
In 2009, Blake’s became a full-blown machine shop that does everything from cylinder heads and blocks to rebuilding engines.
“I saw the writing on the wall,” he says. “I saw the market dwindling and dying. At the time I was 31 years old and I wanted to be in business for the next 20, 30, 40 years. We needed to do one of two things – expand the operation and become what they were because it seemed like that model was working, or find something else to do because I didn’t think the camshaft and lifter market was going to be there for the next 30-40 years.”
Dan’s foray into the machine shop part of the business has been his biggest challenge since buying the company.
“In 2009 when I got into a bad partnership related to the machine shop side of the business, I had to learn under fire how to rebuild engines, cylinder heads and blocks, which wasn’t my expertise,” he says. “That was one of the most challenging things because I had to throw myself and my team into the fire, because we had expanded and taken on so much overhead that we couldn’t go backward, we had to go forward.“
Robert Blake, founder of Blake’s Remanufacturing, pioneered the parts exchange program which helps keep more than 20,000 diesel engine parts in stock at all times.
Dan made adjustments accordingly and today, Blake’s Remanufacturing has 35 employees and currently resides in a 48,000 sq. ft. ISO 9001 level machine shop. Now that the recession is behind the company and the industry, Dan and his employees continue to look for opportunities to grow the company, all while providing quality remanufactured parts and engines.
“We’ve grown so much in the last four or five years that we really need to hone in and get good at what we’re doing, which is what we’ve been focused on the last few years,” he says. “We can always be better and put quality control measures in and some ISO certification and things like that, which is the direction we’ve been moving in.”
No matter the course Dan and his staff at Blake’s Remanufacturing had to take to continue to see success, they have done so for 40 years now. “It’s a sense of pride to reach this milestone,” Bendever says. “Seeing something my grandfather started with only a sixth grade education and for my mom and I to continue to move it forward has given us all a sense of pride.”
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BlackBerry at long last unveils its answer to Siri and Cortana
BlackBerry is a bit late to the party when it comes to unveiling its own voice-enabled personal assistant. Even so, the company nonetheless took the wraps off its new BlackBerry Assistant feature on Wednesday that will give BlackBerry 10 users the same voice-enabled functionality that iOS users have long enjoyed with Siri and that Android users have long enjoyed with Google Now.
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Samsung is about to buy the future
Samsung is known to dabble in any and every area it possibly can in an effort to find the next big thing. But the company’s actual “next big thing” may have been born outside of Samsung’s walls. According to a report from Techcrunch, Samsung is currently in talks to acquire smart home startup SmartThings for somewhere in the neighborhood of $200 million. That may sound like a lot for a company that began on Kickstarter not long ago, but it’s a bargain for the company SmartThings has become.
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Egge Piston for AMC/Rambler 196
Egge Machine manufactures cast aluminum replacement pistons for a very popular car with a sometimes unpopular engine, the AMC/Rambler 196.
Designed by Nash and originally introduced in 1941, American Motors’ first straight-six engine was the 195.6 cu in (3.2 L)-often referred to as the 196. The Rambler version was produced from 1952 through 1965 in both overhead valve (OHV) and flathead (L-head) side-valve versions.
Even though gasoline was in the 20-cent range in the 1950s, the state of America’s economy was down and the thrifty six-cylinder engines used in the American series were well built and quite reliable. Its 3.125-inch bore and a fairly long 4.25-inch stroke, when combined with its 8.0:1 compression ratio, yielded 90 hp. The crankshaft ran in four main bearings, and had solid valve lifters and a single Carter YF-2014S one-barrel carburetor.
American Motors introduced a die-cast aluminum block version of the engine in 1961. It was produced through 1964. This engine used cast-iron cylinder liners and a cast-iron head. The cast iron and aluminum block heads are of similar design, but will not interchange. The aluminum block head is roughly 1/8″ wider than the iron block head and uses a slightly different head bolt pattern.
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Microsoft reportedly has a worthy iWatch rival in the works
Apple is widely expected to redefine the smartwatch business with its iWatch, a companion device said to include various sensors capable of measuring many health parameters and record fitness data. But Apple is not the only one working on exciting new wearable gadgets. The International Business Times has learned from a Microsoft source that the unnamed smartwatch the Windows maker is working on will also offer some advanced sensors, and it will come with cross-platform support.
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Cummins Names Amy Adams VP and GM, Cummins Emission Solutions
Most recently, Adams has served as the general manager of the Global On-Highway business for Cummins Emission Solutions since 2011. She joined Cummins in 1995 and has held various positions in business development, product management, market management and distribution management.
Prior to this role, Adams held several business development and distributor management roles. She served as leader of the Southeast Asia Area Business Organization (ABO) and the NE/SE Asia Regional Distribution Organization (RDO). Subsequently, she served as managing director of the Greater Europe/CIS RDO, which included direct management of company-owned distributors as well as a channel management role for all distributors. During that time, Distribution Business Unit (DBU) sales doubled, driven both by market growth and the continuation of the distributor consolidation strategy.
In December 2008, Adams’ role expanded to include Middle East and Africa distribution. In 2009, DBU added another entity, Cummins Ghana, and she participated in the Africa strategy development and helped in the transition to the new Africa organization.
Adams has a bachelor’s degree in industrial engineering from Purdue University and a master’s degree in management from the J.L. Kellogg School of Business at Northwestern University.
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Prolong Super Lubricants Announces Tony Pedregon Sponsorship
Two-time National Hot Rod Association funny car world champion Tony Pedregon has chosen Prolong Super Lubricants as his primary lubricant sponsor for the 2014 NHRA Mello Yello Drag Racing Series. Pedregon has had 43 career wins, with a career-best elapsed time at 4.041 seconds, and he holds the record of quickest quarter-mile run in funny car history at 4.659 seconds.
Pedregon says he trusts Prolong products to protect the 10,000 horsepower engine in his funny car. His crew uses Prolong’s newest Nitro Racing Oil, designed to deliver extra protection and performance in alcohol- or nitromethane-fueled race engines. In addition to Prolong’s Nitro Racing Oil, he also adds the company’s performance-enhancing Engine Treatment and Oil Stabilizer. Even Pedregon’s transport vehicle gets a boost from Prolong products, with Diesel Injector Cleaner and Diesel Fuel System Cleaner to help improve mileage as the team travels. And the company’s Waterless Wash & Shine and Super Protectant keep both the transporter and the racecar looking clean.
“We are excited to sponsor Tony Pedregon throughout this racing season. Our products are proven to protect engines and bearings from wear during the extreme pressure of high horsepower engines,” said Jon Apogee, general manager: marketing, domestic sales and motorsports, Prolong Super Lubricants. “Not only do Prolong products help prevent metal-to-metal wear by bonding to the metal, but our oil also limits dilution from the nitro and therefore protects bearing surfaces for the entire run. This means teams can utilize key parts run after run saving thousands of dollars.”
Prolong Nitro Racing Oil features a blend of premium synthetic base oils and additives and is available in 40, 50 and 70 weight versions. All Prolong Oil, Engine Treatment Fuel Products and Oil Stabilizer products are formulated with Prolong’s Anti-Friction Metal Treatment technology to protect against high temperature oxidation, wear and viscosity breakdown during severe use, the company says. Made in the United States and meeting the demand of high-horsepower, high-RPM engines, these advanced products feature highly-effective detergent dispersants and corrosion inhibitors to keep engine parts clean and free of sludge, varnish and rust, according to Prolong.
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