If you race then winning is everything. It doesn't matter if you're racing Dirt Bikes, Snowmobiles or NASCAR; you still want the best technology and equipment.

This is especially true when it comes down to what drives you forward. THE ENGINE.

You want lower weight, more power and longer life from all the components that make this power plant up. You also need to know that certain costly parts can be repaired back into service with all the performance benefits you need.

Core materials are crucial for engine blocks, cylinders and pistons. They need to be structurally sound to withstand the rigors of high-speed racing but very often their output performance is governed by the conditions found only on the surface of their working areas.

Mechanical finishing (grinding/honing/super-finishing) generally creates these surface-operating conditions. These are then enhanced by surface engineering technologies, which provide optimum wear resistance, low friction, oil retention and corrosion resistance.

History of Apticote Ceramic 2000.

During the 1960's and 1970's, cast and pressure die cast aluminum alloys became the favored materials for engine cylinder construction. Aluminum gave a significant improvement in power to weight performance, was easy to produce in large volumes and had good heat dissipation characteristics. However, aluminum is soft, it wears and galls in sliding contact against most materials and does not retain an oil film. These problems were partially overcome by lining aluminum cylinder bores with cast iron sleeves. This technology had its merits and is still used today in some applications. However, such cylinders have a limited working life and are very poor in terms of fuel consumption, engine emissions or power output.

A refinement to this technology was to replace cast iron liners with electroplated hard chromium directly onto the cylinder bore. This gives good results in reducing overall weight, allowing piston to cylinder bore clearance to be reduced and increasing the working life of the engine. However, the quest for ever improved performance, reduced fuel consumption, longer life and lower emissions has resulted in higher engine speeds and load cycles. It was found that piston ring sliding speeds encountered above 8000/9000-rpm result in hard chromium being unable to consistently retain an oil film. Consequently, such cylinders wear very quickly. The latest technology developed to overcome this problem is a new coating system based on a nickel composite loaded with small particles of ceramic. Such coatings give outstanding oil retention characteristics even at engine speeds as high as 22,000 rpm combined with exceptional wear resistance.

Race engine designers have continued to strive for greater engine performance and require coatings that will adhere to new engine block / liner materials and withstand the rigors of engine / piston combinations running at up to 22,000 rpm. In response to this demand, the Poeton group have completed an intensive research program named Apticote Ceramic 2000 aimed at defining the ultimate composite coating parameters necessary to optimize engine performance.

The major objective of this program was to develop a complete understanding of the process chemistry, deposit characteristics and post finishing parameters. Only then could we ensure continuous quality and performance integrity of all coated blocks, liners and cylinders used in race environments.

Development of Apticote Ceramic 2000 System

The outcome of this research program is a coating technology process system called Apticote Ceramic 2000. This bore coating system has been recognized as a championship winning formulation. It is now used in most forms of high performance motor sport including F1 Grand Prix, Indy Car and NASCAR. This coating system is continually monitored through both extensive laboratory testing and customer feed back to ensure that it can support the ever-changing performance demands.

The Apticote Ceramic 2000 coating process is used by Max Power Inc. to coat both new and repaired 2 and 4 stroke engine cylinders, liners and is also applied to a wide range of engine blocks.

A major advantage in using Apticote Ceramic 2000 coating technology for treating aluminum engine cylinders is the ability to rework damaged components. Piston or ring failure while the engine is operating often results in severe damage to the cylinder. The Apticote Ceramic 2000 process offered by Max Power can remove the existing coating, weld repair the damaged cylinder, recoat and finish hone to precisely match the new replacement piston.

The oil retention characteristics of Apticote Ceramic 2000 have been fully tested for engines running up to 18,000 rpm.

Optimum Specification for Apticote Ceramic 2000.

This process control combined with continual destructive and non-destructive testing combined with customer feedback provides for greater confidence in the field and a reduced risk of failure.

Wear characteristics of Apticote Ceramic 2000 coatings

In addition to the detailed investigation of all chemical aspects of cylinder processing, examination of the tribological properties of nickel/ceramic coatings has been completed. Using our in-house wear facilities, friction and wear characteristics of such coatings with a range of hardness's and compositions was determined against common piston ring materials. The data generated show a minimum coating hardness, below which, severe wear can occur. A similar result is obtained for the level of ceramic inclusion required for the coating. Using this result, we have specified minimum requirements for hardness and inclusion rate for all Ceramic 2000 bore coatings that are above this critical level.

Repair Procedure for Worn / Damage Cylinders using Apticote Ceramic 2000

Repair of damage is generally confined to 2/4 Stroke Cylinders rather than Liners and parent metal engine blocks. The most common repair steps used are as follows:

1. Remove the existing coating.

2. Inspect.

3. Weld any damage.

4. Bore out the weld to produce a clean bore surface.

5. Apply Apticote Ceramic 2000.

6. Precision Diamond Hone to required size.

Cylinders are repaired either back to stock size or to an 'Overbore' size.

Honing technology.

With any engine bore coating system, the deposit will only provide optimum performance when combined with the correct surface finish. Therefore, Max Power Inc. working closely with one of Europe's leading performance engine honing specialists were able to produce the optimum surface finish to match the optimum Apticote Ceramic 2000 deposit characteristics. To transfer this development work into the production environment, Max Power Inc. has invested heavily in a unique honing system, which allows for the production of finished bores with the optimum surface finish to unparalleled roundness and straightness even across port bridges.

Xtreme Piston coatings.

Further engine power improvements can be gained not only by the application of an advanced bore coating but also by the application of 'area specific' coating on to the Piston Kit. Max Power applies two different coatings to the pistons. The European Motor Sport Coatings Division of their parent company, Poeton Industries, has developed both of these coatings under the most stressful racing testing conditions.

1. Piston Crowns

Apticote 420DT.

Applied to the piston crown and top lands diameter. This coating is a race modified metal composite, which provides the following benefits:

• Heat reflectivity, driving a % of the detonation energy back into the fuel burn zone to increase fuel burn.

• Reducing carbon build up, which reduces detonation quality as it builds up on the crown and increases the risk of detonation damage to the crown surface.

• Reduces the risk of detonation damage.

• Allows for leaner fuel mixes/higher performance.

Additional engine performance can be achieved if Apticote 420DT is also applied to the cylinder head where the same benefits are provided.

2. Piston Skirt

Apticote 200MS.

Applied to the piston skirt. This coating is a race modified low friction coating, which provides the following benefits:

• Excellent dry sliding surface when first start up of engine.

• Reduces 'skirt slap' on run in.

• Reduces scuffing to the piston skirt.