�

B R U S H R E S E A R C H M A N U F A C T U R I N G C O . , I N C

T H E N E C E S S I T Y O F AP L A T E A U E D

C Y L I N D E R W A L L F I N I S H

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A “BRM-STATE-OF-THE-ART” ON CYLINDER-WALL FINISHING Atreatisebeginningonpage4ofthisbooklet.A“Should-read”

DIRECTED TO TheDecisionMakersof NationalStandardsEnvironmentalAgencies,EnergyConservationGps.,OriginalEquipmentManufacturersofReciprocating Engines,Hydraulics,PneumaticsandRebuildersoftheaboveequipment.

STRESSING TheImportanceofaPlateaued-Finishonanymetal-rubbing-surface.

PLATEAUED-FINISH Massproductionmethodsinthepastnormallyconsistedofboring,thenfinishingtosizeusingarigidhone.Thepeakyfinish leftbytherigidhonethenhadtobeabraideddownbypistonringswhichalsohadtohaveapeakyfinishinwhatisknown asseating-inorbreaking-inprocess.Bythetimethepeakshadbeenworndownoffthecylinderwallandalsofromtherings wethenhadanengineorahydrauliccylinderthatwasmuchlessefficientthanifthecylinderandringshadthis plateauedfinishtobeginwith.

HOW MAY A PLATEAUED FINISH BE DEVELOPED BEFOREHAND? Thisdesirableplateaumaybedevelopedonacylinderwallbytheuseofaresilient-basedhonewithagentlepressureonthe wallsthatremovesverylittlemetal,butdoesremovethepeaksfromthesurfaceinsteadofleavingittobewornoffbythe pistonrings.

FLEX-HONE PROCESS ThisisthenamegiventoplateauingofthecylinderwallsurfacebytheuseofpatentedFlex-Hone.Itisaresilientbased honethatisselfcentering,selfaligningtothebore,andselfcompensatingforwear.Availableindifferentabrasive grainsizes,itcanproducealmostanydesiredfinish.

WHAT ARE THE ADVANTAGES? Besidesspeedinguporinsomecaseseliminatingthe“breaking-in”process,thenormalcut-tornandfoldedmetalfinishleft bytherigidhoneiseliminatedresultinginhigherefficiencies.Twoenginetestsareincludedinthisreportwhichshowthe typesofadvantagesthatmightbeexpected–SAVINGSOFOIL,LOWERINGOFBLOW-BYintotheatmosphere, eliminatingsomeofthewearfactorofpistonringsandcylinderwalls,andtosomeextent,eliminatingthe“green-engine” thatrequiresforexampleheavier-than-neededstarters.Andveryimportant,theeliminationofsomeofthemajor causesleadingtoscuffingandprobableenginefailure.

WHAT ARE OTHER ADVANTAGES? Thesameadvantagesofaplateauedfinishareofequalimportanceinhydraulicsandpneumaticstoprolongthelifeofthe pistonsealsandgivebettersealingcharacteristics.Crossholeportsarealsodeburredandradiused.Longerlife, betterperformanceandgreatersafetyinoperation.

ON THE NEXT PAGE – SEE THE ADVANTAGES IN SUMMARIZED FORM Detailsonthefollowingpages.SeeKCReportandVWtestruns.

©CopyrightMarch,�006byBrushResearchManufacturingCo.,Inc.PrintedinUSA

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ANEXPERIMENTTOEVALUATETHEEFFECTSOFAPLATEAUEDFINISH

UsingastandardVWengineasatestbasefor4controlledtestrunsusingdifferenttypesofcylinderwallfinishesforresultscomparison.TestswereconductedforBrushResearchbyandunderthesupervisionofLarryDawson,PresidentofGermanEngineExchangeInc.,�5�47NubiaStreet,BaldwinPark,California,LarryDawsonCertifiestheresultsaslisted.

CASEOFADETROITDIESELENGINECONSUMINGEXCESSIVEOILWITHNEWIMPORTEDLINERS

Importedreplacementdieselliners,asreceivedbyandinternationalUScompany,withaCLAfinishrangingfrom7�to��6AAwerestatedtohavecon-sumed�4quartsofoilduringastandardizedtestrun.Attheendofthetesta“slobbering”effectwasalsoobserved.

Itwasreportedthatdomesticmadelinerswouldnormallyconsume�quartsofoilduringsimilartests.

Flex-Honingfouroftheimportedlinersreducedthefinishto�9-4�CLAwithplateauedareas.Testrunningwiththeopposingbandoffourliners,whichwerestandarddomesticlinerswithafinishof55-56CLA,theoilconsumptionwasreducedto�quarts.IfalllinershadbeenFlex-Honedtheoilusagewouldundoubtedlyhavebeenevenlower.

Detailsandprofilesofthetestrunonpages�5thru�9.

“A” OEM FINISH

“B” SUNNEN FINISH

“C” FLEX-HONED

“D” FLEX-HONED

BLOW-BY AT END OF TESTWATER PRESSEURE

FINAL COMPRESSION READING(4 CYLINDER AVERAGE)

38”

31” ------18% LESS

12” ------68% LESS

15” ------60% LESS

155 PSI___3% HIGHER

150 PSI

161 PSI___7% HIGHER

161 PSI___7% HIGHER

“A”

“B”

“C”

“D”

OIL CONSUMPTIONADDED DURING TEST

RING GAP INCREASE(AVERAGE OF 8 RINGS)

24 FL. OZ.

20 FL. OZ. ------17% LESS

16 FL. OZ. ------33% LESS

8 FL. OZ. ------67% LESS

.0043”___2% MORE

.0042”

.0029”___31% LESS

.0016”___62% LESS

“A”

“B”

“C”

“D”

NEW OIL

FUELDILUTION TIN IRON COPPER CHROMIUM ALUMINUM

2.8%

1.6%

1.3%

1.2%

0%

5

5

< 5

5

< 5

200

180

130

160

< 1

74

67

54

55

< 1

1

1

< 1

< 1

< 1

31

30

27

35

< 1

METAL TRACE ppm

ENGINETEST:SUMMARIZED,THETESTRESULTSARE:

(DETAILSFOLLOWFORCLOSERSTUDY)

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PREAMBLESincetheFlex-Honewasfirstconceivedandintroducedin�968ourcompanyhasbeenalmosttotallyinvolvedwiththeproblemofcylinderwallfinishingandnotonlyhavewereadandstudiedmostarticlesandpaperswrittenonthesubjectbuthaveworkedwithenginemanufacturingengineersthroughouttheworld,notonlyonadirectbasisbutalsothroughourexclusivedistributorsinallmajorcountriesoftheworld.AlistingofthemajorenginemanufacturerswhohaveapprovedtheFlexHoneprocessfortheirserviceorganizationsappearsontheinsidecoverofourCatalogandatteststotheexperimentationworkthathasbeendone.Aboutthreeyearsagoweproducedagoldcoveredbookletoncylinderboring,honingandwallfinishingwhichwasanobservationonsomeofthecommonpracticesinthisfieldandinwhichweendeavoredtoexplaintheFlex-Honeandhowitoper-ated.Thisgoldbookhassincebeentranslatedinto�5languagesandhasbeenwidelycirculatedbymanycompaniestoalloftheirservicedealers,andisusedinmanyschoolsandtechnicalcollegesasatextandareferenceonthesubject.Itiswritteninsimpleandeasytounderstandlanguageandinthisbookletwewishtogoonestepfurtherandtrytopresentinbriefformnotonlysomeofouropinionsbuthighlightsofwhathasalreadybeenwrit-tenonthesubjectbyengineersintheUnitedStatesandWesternEurope.IntheearlybeginningsourcampaignsoncylinderwallfinishingwereprimarilytointroduceandselltheFlex-Hone.Nowithasbecomeacrusadetoraiseengineeringstandards,toimproveanengineeredmechanism,toproduceabetterproductfortheconsumerandalsoinasmallwaytosaveenergyandtoreducepollution.

ABRIEFHISTORYONINTERNALHONINGAfterWorldWarIItherewasatremendousdemandforallsortsofconsumeranddurablegoodsandinparticularengines—automobile,earthmovingequipmentandfarmequipment.Excessivedemandandcompetitionforprice,forlessweightandmorehorsepowerdemandedhighperformanceproductionmethod.

SinceRamsbottominventedthepistonringin�854majordevelopmentsdidn’treallybeginuntil�9�7institutedbyCastlemen.In�957and�959additionaldevelopmentsweremadeonthepistonringsbutitwasnotuntil�969through�97�thatinvestigationswerebeguntoanygreatextentincylinderwallfinishingandthematingsurfacesoftheringstothewalls.Manylargeresearchprojectshavebeengoingonsincethattimeoftenwithgreatlyconflictingopinionsdependinguponthedirectionwhicheachcompanytookintheirresearch.Thecontroversystillcontinuesandthepistonringmanufacturersnothavinganycontroloverthehoningprocessesattempttodesignringsthatwillaccommodatesurfacefinishesproducedbytheirmajorcustomers.Onetypeofrecommendedwallfinishisevolvingandbecomingacceptedandthatistherecommendationforaplateauedfinish.However,someofthemajormanufacturersofliners,althoughtheyconcedethattheyshouldhaveaplateauedfinishintheirproducts,maintainthatdevelopingaplateauedfinishisdifficultandveryexpensive.

Oneofthemajordevelopmentsinthemassproductionofengines�5or�0yearsagowasthedevelopmentofthediamondhone.Thisenabledmanufacturingtoboretheirblocksorlinerswithin.00�to.00�ofaninchandthentousethediamondhonetoremovetherestofthematerialtoacontrolledsize.Thediamondhoneistoohard,itistoosharp,andthegreatpressurerequiredagainstthecylinderwallitleavesanextremelypeakyfinishwithcut,torn,andfoldedmetal.Valuablegraphiteflakesareofteneitherremovedfromthesurfaceofthecylinderorissmearedoverwithmetal.Thecrosshatchgroovesareinconsistentwithsometoodeeportoofine,leavingaveryundesirablesurface-finishonwhichtheringsmustride.

ENGINEFAILUREEnginefailurecanbeclassifiedasanyenginethatsuddenlystartstocon-sumelargequantitiesofoilandhasalargeamountofblow-by.Itusuallyrequiresimmediateattentionorthereisapossibilityofpistonseizurethatmighteventearthelinerapart.Manypeopledrivenearlynewautomobilesthatwillconsumeupto�quartofoilevery500milesandtheymaytakeitinforaclaimonwarrantyormaycontinuetodriveitandcondemnthemanufacturerforabadengine.

MAJORCAUSESOFENGINEFAILUREOneoftheleadingfactorsinscuffingorwhatmaybedescribedinEuropeasscalds,burn-tracesorburnmarks.ScuffingisanEnglishtermthatmeansdraggingyourheels.Whenapistonringdragsonacylinderwallsurfacewithanabsenceofoilfilmuntiltheheatbuildsuptosuchapointthatthereisaweldingprocessthatdevelopsbetweentheringsandthecylinderwallthenwewillhaveaconditionofmetaltransferwhichisalsocalledscuffing.Therearemanyunderlyingcausesforscuffingandalthoughwearegoingtoenumeratemanyofthem,theonethatwewishtoconsideratthispointisscuffingthatmaybecausedbyanunacceptablecylinderwallfinish.

FINISHNosurfaceiscompletelysmoothandallsurfaceshavecertainamountsofroughness.Uponbeingmagnifiedthesesurfaceswillappearaspeaksandvalleysalongtheaxisonwhichtheyaremeasured.Alsotherearepossiblyrepeatingsurfaceconfigurationswhichareknownaslay.Asontheocean,notonlydowehaveawindwavepatternbutwealsohavetheregularityiftheocean’sswellswhichisaconformationorapatternthatisrepeatedormaybeintermittentlyrepeated.IntheprofilesthatareshownlaterinthisreportIwouldlikeyoutobeawareifthefactthatthesurfaceheightasshownontheprofileismagnified�,000timesbutthatthelengthoftheprofileismagnifiedonly50times.Atthebottomofthisparagraphwewillshowyouthestandardprofilewiththemagnificationandinthesecondframehowthiswouldappearifitwasextendedonly500timestheverticalinsteadof�,000.Inthethirdframehowitwouldappearat�00timestheverticalandinthefourthorbottomframehowitwouldappearat50timestheverticaland,therefore,equalizedwiththeextensionof40timesthehorizontal.Whileyouarestudyingthesecomparisonswewouldalso

THEVERYCRITICALASPECTOFCYLINDERWALLFINISH:

5

liketoindicateasimplemethodofarrivingatthepercentageofplateau.Inthetopframeisacastironbrakecylinderwhichwashonedwitha�80gritsiliconcarbideFlex-Honewhichrepresentsaplateauedareaofapproximately65.�%.Thereareothermoreaccurateandcomplicatedwaysofdetermin-ingthisplateaubutthemethodthatwehaveusedissomethingthatyoucandetermineyourselffromyourownprofilesandobtainarelativelyac-curatefigure.Plateauisthetabletoportheflatareasonwhichtheringsarerequiredtorideorthebearingsurfacefortheringagainstthecylinderwall.Inthesecondframeyouwillseethattheprofilethatisshowntheredoesrepresentapproximately.�7inches(4.���mm)ofactualsurface.WhatIfindabsolutelyamazingisthelackofconsciousnessandconcernoftheimportanceofpropersurfaceprofileonthepartofsomelargecompanies.

OneofourlargemajorrailroadswhousetheFlex-Hone®usesonlyasur-face-analyzerwhichemploysaskidandameter.Theshopsuperintendentsaysthataslongastheirmeterreads�5AA,thiswasgoodenoughforhim.Hehasnoideahowthatprofiledoesappearandwhetherornothehasanyplateauedsurface.Alsoamazingisthelackofcareinmanylargecompa-niesintakingtheprofileoftheirenginelinersortheircylinders.Theirmetersmightbesubjectedtoallthevibrationsofthemachineshop.Wewouldliketoshowyoubelowhowourparticularmachinewasaffectedbyautotrafficwhensituatedinthebackofourshopwiththemachinemountedonatablesawwiththreerubbermatscushioningthetablefromtheconcretefloor.Wealsoshowthesamemachinesituatedonadeskintheofficewhereasmallcoinwasdroppedfromaheightof�inchesontothedesk.Theanalyzer

6

shouldbeplacedonalargeslabofgraniteinavibrationproofareaandthestylusreadercompletelyseparatedfromthechartrecorderinordertoavoidpickingupresonance.

OnelargemanufactureroflinersintheUnitedStatespreferstouseonlythefax-filminordertostudythesurfacefinishoftheirliners.Fromthistheytrytodeterminethedepthofthefinishandtheamountofplateau.Thefax-filmsshouldbeusedinconjunctionwithprofilesandnofirmopinionsshouldbeheldbaseduponmethodsthatarepeculiartothatcompany.

Atthebottomofthisparagraphyouwillseetwosurfacefinishesthat,whenreadonthedirectre-outAAmeter,willgiveyoubasicallythesamereading.Buttheprofilometerwillindicatethatoneisaverypeakedunacceptablefinishandthattheotherisanacceptableplateauedfinish.Theplateauedfinishwillacceptthepistonringsonawidermorestablebearingsurfaceandwilleliminatethenecessityfortheringstowearoffallofthepeaksinits“bedding-in”process.Therenolongerisanyneedoranyreasontoprovideortoallowthisbedding-inprocessasastandard�,000milesrunning-in,whichpunishestherings.

VARIANCESOFPRESSUREONABEARINGSURFACEDUETOFINISHWhetherweareconsideringsurfacefinishonthepistonringorthecylinderwallorforthatmatterthemainbearingsofanengine,wedohavetwopiecesofmetalincontact,workingunderpressure.Asneitherofthesetwosurfacesiscompletelysmoothwemustfirstrealizethatwewillhaveacertainamountofinterlocking.

Wewouldfirstliketobringtoyourattentionthedifferencesinthebearingpressureonadifferentpercentagesofplateauononesquareinchoronesquarecentimeteroftwocontactingsurfaces.Inthefirstillustrationwedohaveintheorytwocompletelyflatsurfacesandonthetopofnumber�letusassumethatwehave500poundsofpressuresothatwehave500poundspersquareinchpressureonthelowersurface.

Ifwehaveforexamplean80%plateauedareathenwewillhaveasurfacepressureof6�5poundspersquareinch.Witha40%plateauthe500poundspressurewillnowincreaseto�.�50poundspersquareinch.

Witha�0%plateauedarea,suchaswewouldfindinanextremelypeakedsurface,thenthebearingareais�/�0whichincreasesthepressureofthe

contactingsurfacesupto5,000poundspersquareinch.

Thisisbasedupontheknowledgethatthepressureonthesurfaceistheloaddividedbytheprojectedbearingarea.Thisadditionalloadcausedbyapeakyfinishisgoingtohavealottodowithwhathappenswhenthesetwometalsurfacesstartrubbingtogether.

Adieselengineinasmallboatproceedingat�5knotsisgoingtohavepis-tonringsthatexceedspeedsof�0milesperhourwithintheirstroke.Theyaregoingtostopandstartanaverageof4,000timesaminute,andduringanhourofrunningtimearegoingtobedraggedacrossthecylindersurfaceadistanceofabout�9miles.Amentalrealizationofthiswillemphasizetheimportanceofthesurfacefinishthatisneededonacylinderwallwhenyouthinkofthepunishmentthatthepistonringisgoingtobesubjectedtointhefirsthourofrunningonacylinderthatmayhaveapeakedfinish.

THEPLATEAUEDFINISH

500lbs.sq.in. 500lbs.sq.in. 500lbs.sq.in. 500lbs.sq.in.

�00%CONTACT

500lbs.sq.in.

80%Approx.plateauarea

6�5lbs.sq.in.

40%Approx.plateauarea

��50lbs.sq.in.

�0%Approx.plateauarea

5000lbs.sq.in.pressure

7

THEEFFECTOFTHISBEARINGAREAPRESSUREONLUBRICATINGOILThesecretofcourseislubricatingoilandaconditionthatisgoingtopermitafilmbetweenthetwometalssothatthereisnometaltometalcontact.Intheory�/�0ofamicronofoillubricationorfilmbetweentworubbingsurfaceswillpreventthemfromtouching.Onemajoroilcompanyexperthasstatedthatallyouneedisoilonemoleculethick.Oilonastandard½”ballbearingonemoleculethinkandenlargedtothesizeoftheearthwouldonlymeanoiluptothedepthofyourwaist.However,theviscosityoftheoilhasbeenfoundtobeveryimportantandwenowrealizethatwehavealotofotherfactorsthathavetobeconsidered.Someofthesefactorsaretheblow-bythatremovestheoilfrombetweenthetopringandthepistonwall,thepressureoftheringagainstthewallwhichsqueezestheoilfromthesurfaceandheatthatdestroysit.Theremustbeafilmofoilbetweenthesetworubbingsurfacesifwearegoingtopreventmetaltometalcontactbecausethemomentwedohavethiscontactthenwearegoingtohaveaconditionwhichwillleadtoexcessiveheatandpossibletemporaryweldingofonesurfacetoanother.

Thereissolidfrictionandfluidfrictionandtherearethreemajorfeaturestodeterminetheamountofeach.Solidfrictionistheloadortheamountofpressurethatisplaceduponthemetalwhetheritbearingorabearing.Threefactorsinorderofimportancearefirst,thecontactareawhichsupportstheload;second,thespeedatwhichittravels;andthird,theviscosityoftheoilitself.Contactarea,speedandlubrication.Considerthefactthatoilisgoingtobesqueezedouteitherbythepressureoftheringagainstthecylinderwallorthepressureoftheconnectingrodagainstthebearing.Inordertohavefullfilmlubricationtheoilmustbereplacedfasterthanwhatitissqueezedout.Ifthespeedistoogreatortheareaistoosmallfortheload,thensolidfrictionwithacceleratedwearisgoingtobetheresult.Whenanengineisstartedupfromastandingstopwearegoingtopassthroughthreephasesoflubrication.Thisperiodoftimeisgoingtolastfromthetimeyoustarttheengineuntilyouseetheoilpressuregaugereachitsproperoperatingpressure.Wewillprobablystartoffbyhavingalmostmetaltometalcontactwithverylittleornolubrication.Thenwewillhaveathinfilm–aboundaryorborder-likelubrication.Thenathickfilmorafullfilmlubrication.Itisveryimportant,therefore,tohaveasurfacethatiscapableofbeingwettedoutofasurfacethatisgoingtomaintainandholdathinfilmofoileitherwhentheengineisinoperationorafterithasstoppedandisstandingstill.Withaporoussurfaceasyoumightfindinsomechromecylindersorinsomechromerings,theoilwilldrainfromtheporositywhereasifyouhaveapropercrosshatchfinishwiththepropervalleysforoilretentiontheoilmayremainwettedoutonthatsurface.Viscositiesofoilsareanextremelyimportantconsiderationatthispointdependinguponcompressionratios,clearances,typesofringsandcylinderwallsurfaces,enginetypes,lubrications,heatoftheengines,etc.

BLOW-BYApistononitsupstrokereallyactslikeanaircompressor.Ittakesallofthe

airthathasbeensuckedintothecylinderonitsdown-strokeandcompressesittoaratioofeither8to�or��to�oranyrangeinbetween.Thispres-suregraduallybuildsupnotonlyonthetopofthepistonbutalsoonthetopofthepistonringandthepressuregetsdowninbehindtheringandforcesitoutwardtothecylinder.Onadieselthecompressionofthesegasesbuildsupheatuntilitreachesanignitionpointandwehavearesultingheatflamethatinthecombustioneraisprobablyashot,ifnothotterthananoxyacety-lenetorch.Thisinstantheat,ofcourse,expandsthetopofthecylinderheadandpiston,andthetopringandalsothetoppartoftheliner.Atthispointwehavesomedistortionpriortothedownwardmovementofthepiston.Iftheringisnotmatedorseatedtothecylinderwallthegreatestblow-byisgoingtobeatthisinitialpointofcontactorlackofcontact.Anyblow-byisgoingtoescapepastthetopring,pastthejunctionofthesplitinthering(oratthehorns)andthepressureisgoingtocontinuedowntothesecondcompressionring.Theactionthereisgoingtobethesameaswiththefirst,wherethepressureisgoingtogetinbehindtheringandforceitouttothesurface.Thereisaseconddangeratthispointthatwemightsufferring-col-lapseofthefirstringandoilcarbonizationmightbuildupbetweentheringanditsgroovewhichwillpreventitsfuturefunctionandringbreakagewillresult.Sometimesthereissomuchblow-byonthefirstring,thatthemajorpartofthepressureisonthesecondringaswequiteoftenseescuffingstartingtodevelopatthesecondringbeforeweseescuffingonthefirstone.Ifthesehotblow-bygasesescapebetweentheringandthecylinderwall,thenatthispointanyoilfilmthatmightbethereisgoingtobeburnedoff.WhenwetalkabouttheuseoftheFlex-HonewealwayssaytobesurebringtheFlex-Honeoutofthecylinderwhileitisstillrotating,becausewewanttoproduceauniformcross-hatchfinishcompletelythroughouttheen-tirelengthofthecylinderandparticularlyatthetopoftheringtravel.Thisadvicethenbecomesmoreapparenttoyoubecauseoftheutmostnecessityoftryingtohaveaplateauedfinishatthetopoftheringtraveltoeliminateasmuchaspossibletheinitialblow-bywiththedestroyingofwhateveroilfilmmightbethere.Thepressureoftheringtothecylinderwallisgoingtohaveasqueezeactiononwhateverlubricationmighthavebeenplacedtherebytheupwardtravelofthepistonbeforeitspowerstrokeandbytheconnectingrodsplashingorotherwisedepositingoilonthecylinderwallitself.Onitsdownwardstroketheoilringsaregoingtoscrapetheoilbackintotheoilreservoirinthepan.Thecylinderwalliscooledbytheoilastheoilbecomesaheat-sink.Itisalsogoingtobecooledinawetsleevebythewatercirculatingaroundportionsoftheliner.Theblockitselfisalsogoingtobecooledbytheoilgoingdownthroughtheoilgalleries.Thepistonandtheringwhicharemuchhotterthanthecylinderwall,aregoingtobecooledbythecylinderwallitselfonitsdownwardstrokeandbythetakinginofnewair.Weseethatwehaverapidexpansionandcontractionofthepistonandtheringsandactuallythelineritself.Oneofthemajorcausesofscuffing,particularlyintheearlyrunning-instages,ishisinitiallackofseatingonapeakedfinishwhichmightbealleviatedgreatlybyhavingaplateauedfinish.Allofthisisextremelyimportantonanewenginewhereaplateaumighthelpeliminateoralleviatethestartofthetroubles.Apeakyfinishwillgiveuslesscontactareafortheringsthemselves,thusgreatlyincreasingtheloadorthepressure.Becauseofthelesseningofthiscontactareawehavethe

8

possibilityofgreatblow-bythusdestroyingtheoilfilmwithgreatlyincreasedtemperatures.Thisresultsintheringsthemselvesheatingtoapointwherebythymightmeltthepeakedmetaloffthecylinderwallandweldittothering.Atthispointwehavescuffing.Besuretostudytheenginetestsontheeffectsoffinish.

Theringsthemselvesoftenhavetodothefinalhoningjobandremovebyabrasionallthepeaksfromthesurfaceofthecylinderwall.Indoingthisthemetaliswornaway,imbeddingaway,imbeddingparticlesofthismetalintothecylinderwallandsometimesintothering.Ifyouhavechromerings,thechromelaminateissometimesremovedfromtheringfaceitself.Theheatreachessuchatemperaturethatinsteadofthemetalbeingworndowninanormalabradedfashionbytherings,itissmearedinaplasticformationagainstthecylinderwall.Thisisevidentinsomeofthecylinderwallsurfacesthatyouseeafterafailureduringarunning-inprocess.Thisplasticdeformationorsmearingofthemetaldownacylinderwallremovesallofthenecessarycrosshatchthatisneededtoholdafilmofoil.Therigidhoneoftencoversupinitssmearingandplowingactiontheveryimportantgraphiteparticlesthatarepartofthecylinderwallsurface.ThesegraphiteparticlesbesidesbeingalubricantthemselveswillalsoholdlargeamountsoflubricationandtheFlex-Honewillcutthesurfacefinishclearandexposethegraphiteparticles.Weusedtosayduringourveryearlyadvertising,‘’willallowthewallstobreathe.”Thisbreathingoropeningupofthesurfaceper-mitsoilretentionandlubrication.Otherwisethisplasticdeformationofthecylinderwallmetalandthechangingofthemicrosub-structuretoaninferiorstatusiscompoundedandadditionalscuffingisaninevitableresult.

OTHERCONTRIBUTINGFACTORSTOSCUFFINGIntheearlydaysofsellingtothesmallenginerebuilderweusedtogetthecommentthattheFlex-Honewasgreatforthe‘’HardSpots’’orthe‘’HotSpots’’Whatdidtheymean?Onanoriginallyfinishedcylinderwalltheremightbeaspotwheredirtorimbeddedmetal(suchasthetornandfoldedmetalfromheavyrigidhoning)whichwouldcauseagreaterspotresistancetotherings.Thisareawouldhavegreaterheatbuild-upfromtheincreasedfrictionandthemetalwouldexpandatthispointforminga‘’bump.’’Sometimesthesebumpsgotabradedoffandsometimestheyjustcontinuedtogetbigger,thusbeingjustanothercauseofscuffing.ExcessiveheatingcausedthisHardSpotwhichoriginallywasaHotSpot,whichwasoriginallydebrisimbeddedintothewallorafaultinthefinish.Someofthesespotsmaybeeliminatedbyproperoriginalhoningmethodsastheyaredifficulttoanalyzeaftertheyhavedeveloped.

Whenasurfaceisnottooroughandthereisalargecontactareawhichwillholdthenecessaryfilmofoilthereisalwayssomewearthattakesplacebetweentheringsandthecylinderwall.Indevelopingamatingsurface,thereisamildabrasionwhichatsomepointmaycauseheatbuild-uptoapointwheretheremaybesomeinitialminorscuffing.Iftheringsbeddownorseatduringthisinitialperiod,thenthisinitialscuffingmaynotbetooseri-ous,andmaycompletelydisappear,andprovidingnogreatdamageisdone,thescuffingmayevenhealitself.

PISTONRINGTYPESRingsofalltypeshavebeenexperimentedwithandtestedinordertogivetheoptimumcontactareatothecylinderwall,topreventtheringsfromsticking,andallowingthemtooperatefreelywithintheringgroovesandtohavetheproperoutwardpressurecausedbytheexpandinggassesinthepowerstroke.Manydifferentshapesandsurfacefinishesandsurfacetreat-mentshavebeendevelopedmainlyinordertoaccommodateaparticularenginemanufacturertoovercomeblow-by,excessiveheat,eliminationofoilfilm,smearingofthemetalandtheresultingscuffing.Onecarmanufacturerisnowworkingwithapistonringmanufacturertodeveloparingdesignthatwouldreducetheoutwardringpressureto50%orlessinordertoreducetheproblemsthatwehavebeendiscussing.Alongwithringdesigndifferentcomponentexpansionsmustbetakenintoconsideration.Asforanexamplewhenusingaluminumpistonsinacastironblock,itisimportanttodeterminethepropercoldclearancebetweenpistonsandbore.Perhaps,asanex-ample,thecoldclearanceshouldbe.005inchesinordertoinsureareliablehotclearanceof.0007forminimumblow-by.Ringsintheirupwardsanddownwardstraveltendtobecomewornoffandhaveabarrel-shapedsurfacesoapopularringtodayisonethatismadeinthatconfigurationinanattempttopreventthisinitialwearonthering,anditssubsequentdamagetothecylinderwalls.Ringsarechromed,theyaretreatedwithmolybdenum,thecylinderwallsthemselvesarechemicallytreatedbyNitrid-ingandotherhardnesstreatmentsandcylinderwallsarechromed.Sofarallofthesearestillinthegreatstageofexperimentationanddevelopmentandmanynewinnovationswillcontinuetobeintroducedastheyearsgoby.Inthemidstofallthisactivityandresearchworkthatisgoingonwithringdevelopmentandcylinderwallpreparation,IbelievethattheFlex-Honehasarrivedatjusttherighttime.Asaplateaudevelopingtool,theFlex-Honeissomethingthatthereisanimmediategreatneedof.

ADDITIONALPROBLEMSCAUSEDBYSCUFFINGThereisgeneralagreementthatscuffingisarunning-inproblem.Thedam-agedsurfaceshavequiteoftenbeenassociatedwiththeappearanceofawhitelayer.Thiswhitelayerisnoticeableinbothsteelsandcastironsandthiswhitelayerusuallyformsnotonlyduringtherunning-inbutgenerallyincreasesincoverageoverthesurfacepriortotheformationofanoxidewhichseemstotakeplacetowardstheendoftherunning-inprocess.Thiswhitelayerhasbeenstudiedandalthoughtheresearchersdonotknowexactlyhowitforms,itseemstobeaCarbidestructure.Almostalwaysthiswhitelayerdidn’tformimmediately,butwasproceededbyaplasticflowofthesurface,whichdeformsthesubsurfacestructure,andcauseshardeningandothertransformationsofthemetalstructureitself.Thishardenedsurfacelayerusuallyoxidizes,andafterwearwouldeventuallydisappearoffthesurface.Thiswhitelayeralsoappearedonpistonrings,andtheheataffectedmicrostructurewouldextendindepthuptoabout�0micronswithabout�0micronsonthecylinderwall.Thewhitelayer,aswestated,seemedtobeacarbideinaverysmallcrystalsizewhichseemedtobeaproductofthedeformationofthemetaltogetherwithhighfrictiontemperatures.Itisusuallyproducedunderunlubricatedconditionswithveryhightemperatures.Itisveryhardandbrittleandeventuallywillfallfromthesurfacetoforman

9

SUMMARYWhatwebelievetheenginemanufacturersreallywantistohavethelowestpossibletemperaturebetweentheinterfaceoftheringandthebore,loweredblow-byandadefect-freeboresurfacewhichisgoingtoretainalubricant.Loweringthering-boreinterfacetemperatureisgoingtobehelpedbyreducingtheamountoffriction,orthemetalthattheringhastoremoveinitsbedding-inprocess,andbyaplateauedfinishtoalsohelptoeliminatethatwearandtogivealargerbearingsurfacewhichInitselfwillreducetem-

peraturebyreducingtheloadonthepistonringandthosesectionsoftheboreatthepointofcontact.Greaterareacontactbetweentheringandtheplateauedfinishisgoingtolowertheblow-by.Valleytypefinishisgoingtohelpretainthelubricantwhichisneededforrapidringseatingandresistanceoreliminationofscuffing.Acrosshatchfinishisalsogoingtohelpspreadtheoilsidewaysontheupanddownstrikeofthepistoninsteadifforcingitupintothecombustionchamber.Scuffingisgrosssurfacedamagecausedbylocalweldsbetweentheslidingsurfaces,andwefeelthatourFlex-Honeplateauedfinishisgoingtohelppreventthisinitialformofseizure.

abrasive-weardebris,andtobetheresultofandnotthecauseofscuffing.Graphitewhichispresentincastironindifferentformsreducesthecuffscienceoffrictionandactuallytoquiteaneven,resistsscuffinginandaftertheoxidefilmisformedthesegraphiteparticlesalsoformareaswhichwillretainandholdoil.

SOLUTIONTherearemany,manyreasonsforenginefailure,break-down,scuffing,orforthelocalbreakdownofoilfilm,andalmostanyengineercangiveyouupto50reasonsthatmaybeContributingfactors.Thisismentionedbecausewedon’twantyoutogettheideathatwefeelthateverythingisgoingtodependuponcylinderwallfinishbecauseitdoesnot.Oneoftheprimecauses,ofcourse,ispoorsurfacefinishofthebore.Thenwehavemanyothercausessuchasthewrongdesignofrings,over-heating,distortionoftherings,thepistons,thetopofthecylinder;incorrectuseofoil,orthewrongviscosityoftheoil;improperfuelmixtures,carbonizingorstickingoftheringsthemselves;ringcollapseorbreakage;impropercoolingorwaterdistributionInthecylinderblock;incorrectoilgallerieswhichalsoshouldaidinthecooling;improperoilingfromtheconnectingroditselfintothecylinderwall:incorrectfuel,valveclearances,fuelmixtures.Anyorallofthesemaybeatfault.TheonethingthattheFlex-Honecandoandthatispossiblytoassistinoneoftheseareas,whichistoimproveapoorsurfacefinishthatmightbethemajorinitialcontributingfault.

Let’sgobacktodiamondhoningwhichweagreedisanexcellentmeansofbringingaboretoitspropersize,butitisanoperationthatmustbeverycarefullycontrolled.Itmustbeasuitablehoningprocedure,stonesmustbestraightanddressedorit’sgoingtoproducetotallyunsuitablesurfaces.Fol-lowthis,however,withasecondaryhoningmethodthatisgoingtoremovethepeaksandestablishaplateauedfinish,theFlex-Honemaycorrectalotoftheproblemsthatwehavejustdiscussedandwhichcontributetopistonringscuffingandenginefailure.Manypistonringshavebeenmadewithhardenedroughsurfacesinordertodothefinalhoning,andperhapsifaplateauedfinishyaredevelopedtheseveryhardandabrasivesurfacesmightnotbenecessary,astheymightalsocontributetotheharm.Wewillshowatthebottomofthisparagraphaprofileofamolybdenumringinitsnewstate.WehaveincludedinthisbooklettheKorody-Colyertestreportandourownfourstageenginetest-runs.Theprofileoftheringthatwasusedafter�0hoursofrunning,(below)showswhathappenstoaringwhenitissubjectedtothissevererunning-inprocessofbeddingdownonapeakedsurface.SoitisaltogetherpossiblethatadifferenttypeofringmaybemoresuitableonaFlex-Honeplateauedfinishthantheringbestsuitedforthe‘’unacceptablefinish’’whichisalltoocommontoday.Standardcastironringshavebeenfoundtobeexcellentwithascuffresistancesomewherebetweenthechromiumandthemolybdenumanditmightbeinterestingforyoutomeasurethebefore-and-afterringgapdifferencebetweenoperationsoveranequivalentnumberofmiteswhenrunningonanunacceptablefinishversusanacceptableplateauedfinish.

PROFILESABOVE:OntheleftisthesurfaceofanewMolycoatedring.OntherightistheprofileofanewAMtopringafter�0hoursofrunning-inonaverypeakyrigidhonefinishasreportedintheK-CReport(pg�5).Build-upinthecenterisprobablycarbondeposit.Wear-factordidplateautheringasitoriginallyhadathreadpatternedsurface.

NEWBORINGIMPROVEMENTSKwik-Wayof50057thSt.,Marion,IowaUSAforseveralyearshaveendorsedtheFlex-Honeasafinishingtooltotheirboringbarwithoutthenecessityofusingarigidhonetobringtheboretoarequiredsize.TheKWboringbarcanboreto.0005’’orlesswithalowCLAsurfaceenablingtheuseoftheFlex-Honetoproducethedesiredplateauedfinish.InGermanytheKWboringbarandtheFHarepresentedasateam.VanNormanMachineCo.of�640MainSt.,ofSpringfieldMass.haverecentlyconductedsomeexperimentswithusandintendpresentingtotheownersofVanNormanMachines,toolsandrecommendationstoalsoboretosizeandFlex-Honefinish.Wefeelsurethatsoonallmanufacturersofboringequipmentwillfollowsuit.

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ANEXPERIMENTTOEVALUATETHEEFFECTSOFAPLATEAUEDFINISHUsingastandardVWengineasatestbasefor4controlledtestrunsusingdifferenttypesofcylinderwallfinishesforresultscomparison.TestswereconductedforBrushResearchbyandunderthesupervisionofLarryDawson,PresidentofGermanEngineExchangeInc.,�5�47NubiaStreet,BaldwinPark,California.LarryDawsonCertifiestheresultsaslisted.TheVWenginewasthesameforalltestrunschangingonlymatchedsetsofcylinders,pistons,pistonrings,pistonpins,newbearings,intakeandexhaustvalvesandengineoil.Thesamecrankcase,crankshaft,connectingrods,cylinderheads,camshaftandrunningaccessories(carburetor,mani-folds,coolingfan,etc.)werererunineachtestruntoduplicatetestbaseforafaircomparisonofthevariouscylinderwallfinishes.“A” enginewasassembledusingnewO.E.M.Kolbenschmidtcylinder assemblysetexactlyasreceivedfromthefactoryinGermany.‘’B’’ enginewasassembledusinganothermatchedsetofKolbschmidt assembliesexceptthatthecylinderwallsurfacehadbeen refinishedwithaSunnenhoneModelLBB-�7�Ousing AN-�00(�50gritsize)honingstones.StockO.E.M. ringswereassembledafterhoning.Newbearingsandvalveswere replacedandthevalveseatsresurfaced.“C” engineassembledsimilartoaboveenginesexceptthat�cylinders wereFlex-Honedwith��0gritSCand�cylinderswith�80grit SC.BearingswerealsoFlex-Honedtodevelopacross-hatched plateauedfinish.Pistonringsweremodifiedonsome ofthecylinders.No.�cylinderusedapreviously-runringsetthat hadbeenplateauedthrough�4hoursofrunningwear.No.�cyl- inderwasrunwithaHastingspistonringsetwhichhad beenslightlylappedontheleadingedges.No.�cylinderhada standardO.E.M.ringset.No.4cylinderusedanO.E.M.ringset thathadbeenlappedbyBrushResearchtoremovethepeaksand plateautheringsurface.

“D” enginewasrunwithaKolbschmidtcylindersetexceptthatthe cylindershadbeenFlex-Honedfor�0secondswithaGBD�- �/�’/�80gritSCFLEX-HONE.StockO.E.M.pistonringsand pistonswererunasreceivedfromthefactory.Newbearingand valveswerereplacedandvalveseatsresurfacedaswereallabove engines.

CylinderwallfinishprofilesweretakenbeforeandaftereachtestusingaGouldSurfanalyzer.TheSurfanalyzerusesa.000�/’radiusdiamondtipstyluswithasystemaccuracyof+-�%fullscalereadingsandrecordsflat-nessof+-�micro-inchper�4inchoftravel.ThetestswererunonaStuskaDynometerfora�4hourperiodunderascheduledsequenceofvariousRPMandBHPloadconditions.Measurementsweretakenforcomparisonattheendof7timeintervalsduringeachtestrun.Themeasurementsconsistedofblow-by,compression,oiladdition,oilpressureandcylinderheadtempera-ture.

Thebasictestenginehadasealedcrankcasesystemfromwhichthepres-surebuildupfromblow-bywasmeasuredusingawatermanometer.The7readingswereaveragedforeachtestruntogiveanoverallcomparisonofeachrunplusthefinalblow-bymeasurementgivesaringseatingcompari-sonattheendof�4hoursofrunningin.

BLOW-BY:measuredininches-of-waterpressurebuild-upincrankcase.

COMPRESSIONAfterthecompletionofthefour�4hourtestrunsallcylindersetswereagainreassembledonthetestengineandrunfora�minutewarmupperiod.Usingafullchargedbattery,anewstarterandthesamecylinderheadswithoutrework,thecompressionwastakenimmediatelyaftershutdownandafter�0minutescooling.Bycreatingidenticalconditions,afairjudgmentofcompressionfigurescanbeused.

“A” OEM FINISH“B” SUNNEN FINISH

“C” FLEX-HONED“D” FLEX-HONED

AVERAGE OF 7 READINGS TAKEN DURING TEST RUN READINGS AT END OF TEST RUN35” H2039” ------11% more 31” ------18% more

38” H2O

12” ------68% more15” ------60% more

28” ------20% less

23” ------34% less

ENGINE TEST

“A” OEM FINISH“B” SUNNEN FINISH“C” FLEX-HONED“D” FLEX-HONED

150 P.S.I.155 P.S.I. -------------3% higher161 P.S.I. --------------7% higher161 P.S.I. --------------7% hgiher

AVERAGE OF 4 CYLINDERS

��

OILCONSUMPTIONTherearemanyvariablesforoilconsumptionandcylinderwallfinishisoneofthemainitemstoconsider.Theresultsofthisparticulartestarenotconclusivebutgiveanindicationoftheeffectcylinderwallfinishcanhaveunderthesamesetofconditions.Oilconsumptionforthesetestswascalculatedbyusingtheamountofoilneededtomaintaintheoillevelatthefullmarkthroughouteachtest.Aftereachtesttheengineoilwascollectedandsenttoanoilanalysislaboratoryforcompletephysical,chemicalandspectrographictests.

Whileoneparticulartestbyitselfdoesnotgiveanabsoluteansweritdoesreinforcebygivingastrongindicationofsometypicalresultstoexpectwhenus-ingtheFlex-Honeinanyparticularapplication.TheuniquefinishproducedbytheFlex-Honeisuniformandconsistentfromcylindertocylinder.TheplateauedfinishwhichtheFlex-Honeprocessproducesonanycylindercanbevariedtofitanyparticularrequirementfromcombustionenginecylinderstopneumaticorhydrauliccylinderswithexcellentresults.TheFlex-Honeprocessgivesquickerringseatingwithbetteroilcontrolandreductioninblow-byfromsuperiorringsealing.PneumaticandhydraulicapplicationsreportbettersealingcharacteristicsandlongerseallifeusingappropriateFlex-Honesforcylinderwallfinishing.EliminationofproblemsofsealwearandshearingacrosscylindercrossholesandportshavebeenreportedbyusersoftheFlex-Hone.

Condensedprofilesofcylinderwallfinishesforcomparisonofcylinderwear.Profileswerealltakenfromthesameareasofthe#�cylinderoneachtestengine.Areaofringtravelistherighthandportionofaboveprofiles.Magnificationis�000timesvertical(.00005’/or.00��7mmdivision)and�0timeshorizontal(.0�0’/or.�54mmperdivision).

“A” OEM FINISH“B” SUNNEN FINISH“C” FLEX-HONE FINISH“D” FLEX-HONE FINISH

24 fluid ounces20 fluid ounces

16 fluid ounces8 fluid ounces

(710 CC)(591 CC) ------------17%(473CC) ------------ 33%

(237 CC) ------------ 67%

“A” OEM FINISH

“B” SUNNEN FINISH

“C” FLEX-HONE FINISH

“D” FLEX-HONE FINISH

.0042”

.0043”___2% MORE

.0029”___31% LESS

.0016”___62% LESS

257˚ F ( 125˚ C )

249˚ F ( 121˚ C )

232˚ F ( 111˚ C )

244˚ F ( 118˚ C )

RING GAP INCREASEAverage of all compression rings in each test

CYLINDER HEAD TEMPERATURECylinder head temp. was measured at spark plug no.1 position

Temperature is the average of 7 readings taken during a 24 hr test

“A”

“B”

“C”

“D”

NEW OIL

FUELDILUTION TINIRON COPPER CHROMIUM ALUMINUM

2.8%

1.6%

1.3%

1.2%

0%

5

5< 5

5

< 5

200

180

130

160

1

74

67

54

55

< 1

1

1

1

1

< 1

31

30

27

35

< 1

METAL TRACE ppmENGINEOILANALYSISTESTRESULTS

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Flex-Honedengines‘’C’’and‘’D’’cylindersfrom#�position,profilesofO.E.M.finishasreceived,profilesofsurfacefinishafterusingFlex-HoneGBDaway�80gritfor�0secondsandprofilesofFlex-Honesurfacefinishafter�4hoursofrunningintestengines.Compare‘’run-in’’surfacefinishinringtravelareaof‘’A’’toFlex-HonefinishonCandDfinalprofiles.

Engine“A’’Cylinder#�showingtypicalprofilesof#O.E.M.finishbeforeandaftertestrun.

Engine‘’B’’Cylinder#�profilesofSunnenhonedfinishbeforeandaftertestrun.

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Flex-HonedVWengine‘’C’’profilesofallcylindersafter�4hoursofrunning.Profilesweretakenatendofpistonringtravelarea.CylindersC-�andC-�were�80gritFlex-Honedbeforetestrun.CylinderC-�andC-4were��0gritFlex-Honed.Speciallypreparedringsetswereusedintestrun.

See‘’after’’photosofNo.�cylindernextpage.

Flex-HonedVWengine‘’D’’profilesofcylin-dersafter�4hoursofrunning.Allcylinderswere�80gritFlex-Honedfor�0secondsbeforetestrun.

�4

O.E.M.finishafter�4hoursofrunninginengine“A.”Cylinderwallhadaglazedappearanceandmanyfineverticalscratches.

Sunnenfinishafter�4hoursofrunninginengine“B.”Finishwassimilartoabovewithaglazedappearanceinringtravelareaandmanyfineverticalscratches.

FLEX-HONEfinishafter�4hoursofrunninginengine“C.”CylinderwallstillshowstheuniqueappearanceofFlex-Honefinishwithcross-hatchclearlyvisibleinentireringtravelarea.Surfacehasaslightmattappearanceand“open”look,withoutanysignofglazeorburnishing.

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DETAILSONTHECORRECTIONSOFADIESELOILCONSUMPTIONPROBLEM--KORODY-COLYERREPORT

OnMarch�,�977Korody-ColyerCorporationinWilmington,CaliforniaphonedBrushResearchregardingaproblemofexcessiveengineoilconsumptionwiththeirreplacementcylinderlinersforseries7�DetroitDieselengines.Theywereusinganewimportedsourcefortheircylinderliners,acompanycallNipponPistonRingCo.,Ltd.

ThenewcylindersasreceivedfromNPRreportedtoconsume�4quartsofengineoilwhenruninatestenginefor�0hoursandhadexcessive‘’Slobbering’’attheendofthetestrun.TypicaloilconsumptionstatedforcylindersfromGeneralMotorsorSealedPowerwouldbeapproximately�quartsofoilinthesame�0hourtest.AfteranalyzingthecylindersasreceivedfromNPRwefoundtheprofiletobeverypeakyandnotconsistentfromcylindertocylinderwiththeC.L.A.finishrangingfrom7�to��6p’’AA(�.85to�.95um).WedecidedtouseaGBD4-�4’/FLEX-HONE��0gritsiliconcarbideintheNPRcylindersfor�minutesusingFlex-HoneOilasalubricant.

The4NPRFlex-Honedcylinderswereassembledononesideofa8V-7�DetroitDieselengineinKor|y-Colyer’stestlab.TheFlex-HonedfinishwasveryconsistentwithaC.L.A.of�0to4�p’’AA(.99to�.07um).TheothersideoftheV-8enginehad4SealedPoweralreadyin-stalled,C.L.A.finishof55to56p’’AA(�.40to�.4�um),waitingfortheFlex-Honedcylindersasresultswereurgentlyrequired.

Theenginewasrunforaspecified�0hoursequenceofRPMandhorsepowerloadingonthetestdynometeratKorody-Colyer.Afterthe�0hourtestperiodtheenginewasrunfor�0minutesataverylightloadasafinaltestofringseatingandoilcontrol.Enginesinwhichtheringshavenotseatedallowsomuchoilpasttheringsandouttheexhaustportsthattheoilwillleakoutoftheexhaustmanifoldgasketandrundownthesideoftheengine,thiseffectiswhattheenginelessatKorody-Colyerdescribeas‘’Slobbering’’.Ifthefinaltestwasnotrunatlightloadthe‘’Slobbering’’effectwouldnotbefoundastheexcessiveoilwouldbeburnedupbythehighexhausttemperaturesatmaximumhorsepowerloads.

TheengineinwhichtheFlex-Honedcylinderlinerswererunconsumedonly�quartsofoilduringthe�0hoursofthetestrun.AstypicaloilconsumptionstatedforthisenginewithallS.P.orGMClinerswouldbe�quadsofoil,thenitcouldbeassumedthat4sap-orGMCcylinderswoulduse��4quartsofoil.Theconclusionisthatanenginewithall8cylindersFlex-HonedtoaPlateauedFinishwouldthenprobablyconsumeonly�quart.

Wevisitedthesiteduringthetestperiodandtheenginewasstoppedafterthefirst�½hoursofthetesthadbeencompleted.Theexhaustmanifoldswereremovedandtheportsexamined.Awetlookinsidethepodsisanindicationofexcessiveoilbeingusedandindicateswhichboresareresponsible.ThreeoftheSealedPowercylindersshowedafaintsheeninsidetheexhaustartsindicatingonlyslightoilpassage.OnlyoneoftheFlex-Honedcylindersshowedafaintsheeninsidethepod.Atthecompletionofthe�0hourtesttheexhaustportswereexaminedonbothsidesoftheengineandnoneoftheportsshowedanysignsofoilpassage.

WealsoreceivedadditionalcylindersfromKorody-ColyerforexaminationandFlex-Honeexperimentation.Theresultsareattachedwithcomments.TheDetroitDieselEngineisatwo-cycleenginewhichhasdifferentrequirementsforringseatingandoilcontrolthanafour-cycleengine.TheDDenginehastwosetsofrings,onesetnearthetopofthepistonareforcombustioncitronandactasanintakevalveastheygopasttheintakeportsonthecylinderwall.Thebottomsetofringsaremainlyforoilcontrolanddonotpasstheportsandarenotsubjecttocombustionpressures.Seating-inofthebottomsetofringsisverysimilartotheproblemsinvolvedinringseatingofanaircompressor.

AsisclearlyvisibleontheSealedPowercylinders,theprofilecreatedbytheFlex-Honeisvirtuallyidenticaltothefinishproducedbyrunningthesametypeofcylinderinanengineunderloadfor�0hours.TheFlex-Honeaccomplishedin�minutesthesamefinishthat�0hoursofrunningproduceinanewSealedPowercylinder.

AllsurfaceprofilesweretakenonaGouldSurfanalyzer�5systemusinga.000�”radiusdiamondtipstylus,stylusforceof800mg.Systemaccuracy±�%fullscale.Sensitivityof50microinchesperchartdivisionwasusedonfollowingprofiles,systemhasthecapabilityofsensitivityof5microinchesperchartdivision.Flatnessfromahorizontalplaneis±�microinchfor�/�inchoftravel.Profilemagnificationis�000timesontheverticalaxisand50timesonthehorizontalaxis.

�6

NIPPON#�CYLINDER:Anewcylinderasreceivedfrommanufacturer.ThiswasoneofsixnewNipponlinersthatwerebroughttoBrushResearchbyKorody-Colyerbecauseofringseatingproblems.Thiscylindershowsthetypicalpeakyprofileofthesecylindersasreceived.ThiscylinderhadanAAfinishof7�µ”(�.85um).AfterusingaFlex-HoneGBD4½”��0gritSiliconCarbidefortwominutesintheaboveborethefinishwasimprovedtoasemi-plateauedAAfinishof�9µ”(�um).Materialremovedaftertwominutesofhoning.000�5’’(.006mm).Thecylindermaterialhadahighboroncontentanddifficulttohoneascomparedtoacastironengineblock.

NIPPON#�CYLINDER:AnewcylinderasreceivedshowingtheverypeakyfinishtypicalofthenewNipponcylinders.ThisborehadanAAfinishof��6µ(�.95um).Afterusinga�80gritSiliconCarbideFlex-HonefortwominutesthefinishwasimprovedtoaplateauedAAof4�µ”(�.04um).AfteranadditionaltwominutesofFlex-HoningthesurfacefinishwasnotchangedmuchatanMof4�µ’’duetotheoriginalroughsurfaceandthehardnessofthematerialbeinghoned.

NIPPON#�CYLINDER:Asreceivedafterbeingrunfor�0hoursinaV-8testengineatKorody-Colyer.Duringthetesttheenginewasreportedtohaveconsumed�4quartsoflubricationoil(typicalusageforGeneralMotorsorSealedPowercylinderswasstatedtobe�quarts).Theareaabovetheportsissubjecttocombustionpres-sureandshowedconsiderableringblow-byasdiscolorationonthewallsurface.TheprofileofthesurfaceshowsverylittleplateaufromtheringsandtheAAof75µ”(�.90um)isstillverypeaky.TheareabelowtheportedareawastypicalofthefinishabovethepodswithanAAfinishof70µ,(�.78um).

�7

NIPPON#4CYLINDER:Asreceivedafterbeingrunfor�0hours.Profileofcylinderaboveportsshowsnosignsofplateaufromringseating.AsreceivedAAwas68µ’’(�.7�um).TheprofileofthecylinderareabelowtheportsshowsminimalsignsofringseatingandanAAof46µ”(�.�7um).

NIPPON#5CYLINDER:ThiscylinderwasFlex-HonedfortwominuteswiththeGBD4½”Flex-Hone��0gritSiliconCarbideusingFlex-Honeoilforalubricantbeforethe�0hourrun-intestatKorody-Colyer.Theprofilesweretakenofthecylinderboreaboveandbelowtheportedarea.Pistonringseatingwasexcellentastheengineconsumedonly�quartsoflubricationoilduringthe�0hourtest.Theplateauprofileisevidentinbothringtravelareas.Deepscratchesfromtheoriginalmanufacturingarestillevidentasvalleysmuchdeeperthantheregularprofilepattern.

NIPPON#6CYLINDER:Thiscylinderisoneofthefourcylindersruninfor�0hoursatKorody-Colyerintheirenginetest.Theexcellentplateauprofilefinishisquiteevidentinbothareasofthecylinder.ThiscylinderhadbeenFlex-Honedfortwominuteswith��0gritSiliconCarbideusingFlex-Honeoilasalubricant.TheoriginalFlex-Honefinishisstillvisibleonthelefthandportionoftheprofilebeyondtheringtravelarea.Approximately75millionthsofaninch(.000075”or.00�905mm)ofstockwasremovedbythepistonduringthe�0hoursofrunin.

�8

NIPPON#7&#8CYLINDERS:Profilesofthecylinderareasaboveandbelowtheintakeportsshowstheexcellentplateaucreatedafterrunningfor�0hoursonaFlex-Honedsurface.ThecylinderswereFlex-Honedfortwominutesbeforeruninatestengine.TheoriginalFlex-Honefinishisvisibleonthelefthandportionoftheprofileofcylinder#8.Approximately75millionthsofaninch(.00�905mm)ofstockwasremovedduringringseating.Duringthe�0hourtesttheengineconsumed�quartsoflubricationoil(typicalusageduringa�0hourtestisabout�quartswhenusingeitherGeneralMotorsorSealedPowercylindersinthesameengine.)

�9

SEALEDPOWER#�:AnewcylinderasreceivedfromSealedPowerwithaconsistentanduniformAAfinishof55µ”(�.4um)throughoutthebore.AfterFlex-Honingfortwominuteswith�80gritSiliconCarbidethesurfacewasimprovedtoa��µ’’(.59um)plateauprofiletypicaloftheFlex-Hone.Stockremovalaftertwominutes.000�-(.00�54mm).

SEALEDPOWER#�:ASealedPokercylinderreceivedafterhavingbeenrunfor�0hoursinatestengine.Thefinishisanexcellentplateauprofileintheareasaboveandbelowtheintakeports.TheAA�4µ’’(.6�um)finishabovetheportsisvirtuallyidenticaltotheFlex-HonefinishcreatedinthenewSealedPowercylinder#�above.TheFlex-Honeaccomplishedintwominutesthesameprofilefinishthatwasproducedby�0hoursofrunninginanengineunderload.TheareabelowtheportshadanAAof�8µ’’(.7�um)withasimilarplateauprofilefinish.

GM#�CYLINDER:ProfileofanewcylinderasreceivedfromGeneralMotorsshowingafinishofAA56µ”(�.4�um).Finishisconsistentanduniformthroughoutbore.AfterFlex-Honingforoneminutewith�80gritSiliconCarbidethefinishwasimprovedtoanAAof�5µ’’(.89um)withanimprovementinplateauprofile.

�0

BEARING

Mains,ConRod,CamItisgenerallyassumedthatthemajordamagetobearingsiscausedduringthefirst�0,�5,or�0secondsafteranengineisstartedfromacoldstartbeforethin-filmorfull-filmlubricationisreached.InourTreatisewepointedouttheeffectsof‘’bearing’’orloadpressurenotonlyinvolvedinthesqueezeactiononoilbutalsotheheatcausingfactor.Wealsobroughttoyourattentionthatoildrainsfroma‘’smoothsurface”orfromasurfacethathasonlyporosity.Ifavalleyareaisnecessaryinacylinderwalltoretainorholdoil,andifacrosshatchisnecessarytospreadtheoil,andifyouagreewiththisconcept,thenshouldnotthesamesurfacebeonthefaceofabearingforthesamereasons?

AnytimewehavesuggestedtryingaFlex-Honetypefinishonabearingface,wegotexpressionsofhorror,andamazementthatweshouldevensuggestsuchathing.SowetrieditoutonEngineJest‘’C‘OnelargeUSBearingManufactureragreedwithourthinkingandare(webelieve)experimentingintheirR&DLab.Butmostlargecompaniestakeyears,andoftentheresultsneverreachtheDecisionMakers.TheChiefEngineerofthisR&DthoughtthattheFlex-HoneprocessalsoDEBURREDtheINTERSECTSOFTHECROSSHATCHFINISH,ANDSTRESS-RELIEVEDTHEMETALATTHISPOINTOFINTERSECTION.THINKABOUTIT.Wearenotbearingmanufacturers,butwehavelearnedalittleaboutsurfacefinish.

Iftheconceptofaplateauedfinishisdesirableforacylinderwall,

THENSHOULDITNOTAPPLYT0:PISTONRINGSURFACES,BEARINGSURFACES,VALVEGUIDES,ANDANYTWOMETALRUBBINGSURFACES?

UsuallythemainconcernisCOST.MostengineerstellusthatQualityControlisnottheirconcern,butiftheycangetthesameorequivalentfinish,performance,etc.asisNOWacceptedoriscommonpracticewithintheircompanyorfield,ATACOSTSAVINGSthenthatisalltheyareinterestedin.COSTSAVINGSONLY.Theyarenotinapositiontochangeanythingsotheyexpressnoopinions.Iftheycansaveapennyontheoperation,orreduceitsweight,theyareheros.WeneedmorethanGovernmentRegulationandCompetitiontoforcechange,weneedtheconstantdesiretoimproveforthebenefitoftheconsumer,whichInshorttimewillbeofmutualbenefitforall.

NOTETHEAPPEARANCEOFPHOTOSOFBEARINGSUSEDINTHEENGINETRIALS

Bearingfrom“C”engineNo.�cylindertakenafter�4hourrun.All“C”EnginebearingswereFlex-Honedfirstfor��strokeswith��0AO.

NoticeabsenceofscoringandwearandappearanceoforiginalFlex-Honefinish.

BearingfromNo.�cylinder“A”engineafter�4hourrun.AnOEMnewbearingsuchaswereusedinallthetrials.Similareffectswillbenotedonallbearingsasshownonthenextpage.

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Flex-HonedFinishiseasytodistinguish.BothfromNo.�cylinderassemblyafterthe�4hourrun.“C”testontopand“A”below.

OriginalFlex-HonedFinishlooksthesameasbeforethe�4hourrun.“C”No.�.

O.E.M.setfrom“A”No.�.Theappearancedoesnotleavemuchchoice,doesit?

NOW,LETUSRECONSIDERTHEOILANALYSISWearelementsofmetalindicateenginecondition.Ironfromcylinderwailsshowsupinhighlevelsduring‘’break-in’‘andthenfallsbackaswearisstabi-lized.Nickelisfoundinvalvestemsandcrankshafts.(ofwhichallabovetestsshowedaminus-trace),andwhencombinedwithcopper,tinandleadcanbeanindicatorofseriousbearingandcrankshaftwear.Nickel,withouttheotherthree,indicatestheneedofavalvejob.Chromiummayindicateringsandcylinderwall.Lead,copperandtinarecommonbearingmetalsknownas‘’babbit’’.Highreadingscanmeanlossofanengine.Aluminumisusedinsomeblocksandpistons.Oilanalysisisreadilyavailable,isinexpensiveandisacluetomanyproblems.

TherelationshipofthemetaltracesindicatedintheOiIAnalysisshownonpage�andtheappearanceofthewearfactorsonthebearingsabovenowbecomesevident.HereisaWHOLENEWFIELDfortheS.A.E.tostudyandperhapsthePresidentshouldappointacommittee.

TheFlex-HoneispatentedorhaspatentspendingandthetrademarkednameofFlex-Honeisregisteredorhasregistationspendinginallthemajorcountriesoftheworld.Someofthesubjectmatterdisclosedinthisbrochureisconsideredproprietaryinformationanddataiscoveredbypendingpatentapplications.

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PISTONRINGSTHECRITICALASPECTOFCOMPATIBILITYWITHBORESURFACES

PistonRingManufacturersnormallyhavenocontrolovercylinderwallfinishes,buttryanddeveloparingtomeetanenginemanufacturer’sspecifications.Manydifferentshapesbarrelfaced,positivetwist,reversetwist,headland,etc.,designshavebeenproducedfromgreyirontoductileironfromthicknessesof�/8inchdownto�/�6thinch,withsomechromefaced,chromesided,treatedwithmolybdenumandotherhardfacingmateri-als,andexperimentswithexoticmaterials.Someofthesechangeswereundoubtedlymadeforeconomyandspeedinthemanufactureoftheringsandthepistonstohousethem.PositiveandReversetwistswereintendedtoprovidesealsagainstblow-byandoil,butfewtookintoconsiderationthedamagingabrasivepunishmentgiventotheminthering-seatingprocesswhilethepeakyfinishnormallyfoundinarigidhonedcylinderisworndowntodeveloptheplateauedfinishthatwillproducefiringheading’s.Usuallytheringsalsohavethispeakyfinish,andinthecaseofthe‘‘moly’’notonlyisitpeakybutalsohard,sothattheattritionofthepeakedfinishonbothcylinderandringwillequalizetoendupwithaplateauonbothmetalfaces.

ItisourcontentionthatwithaplateauedfinishonacylinderwallsurfacesuchasthatproducedwithaFlex-Hone,thepeakyfinishonaringwasnotonlyunnecessarybutundesirableandtheringfaceshouldalsobeplateaued.

Totryoutourtheory,onthe‘’C’’TestrunontheVWengine,wehadvariousmodificationsofrings.FirstthecylinderswereplateaufinishedwiththeFlex-Hone.

CylinderNo.�wasfittedwithpre-runringsthathadbeenusedin‘’A’’test.Thisringwasplateauedfromthefirsttestandwereallyexpectedgreatthingsfromit,providingtheringgaphadnotbeenincreasedtoomuchfromitsfirstrun.CylinderNo.�hadaHastingsPistonRingSetinwhichwehadaskedHastingstolightlylapthepeakedfinishtoaplateau.Thisringsetwaslappedbutnotdowntotheplateauwanted.CylinderNo.�wasanoriginal

equipmentringwithitspeakyfinish.CylinderNo.4wasanOEMringsetwhichwelappedinbyhand,andfeelthatwedidnotdothejobproperlybecauseoflackofproperequipment.Itwaslappedinonausedcylinderbyhandusinganabrasiveslurry.Wecouldhavelappeditunevenlyandalsooutofround.Ithinktheresultswillsupportthesesuppositions.

Theaveragecompressionreadingtakenattheendofthetestrunwerehigheronthis‘’C’’testthanonA,B,orD.TheC-�cylinder(pre-runring)gaveusthehighestreadingofthetest(�69.5psi).TheC-�cylinder(Hastingslapped)wassecondwithC-�(OEMring)beingthirdandC-4(ourlappedring)being4th.Theaveragecompressionreadingwas�50for‘’A’’engine;�54.6“B,”�6�.�for“C”withFHfinishandmodifiedrings;and�6�.�for“D”enginewithFHcylindersandoemrings.

Onetestisnotconclusivebyanymeansbutmightpointoutadirectionweshouldexplorefurther.WenoticedforexampletheNo.�cylinderoneachenginetesthadabettercompressiontestthantheothers.Perhapsthecombustionareawasdifferent,orperhapsotherfactorsunknown.Thatiswhyweaveragedthecombustionsofeachcylinderincomparingtestresults.Actuallythe“D”enginewithFlex-HonedcylindersandthepeakyOEMringsdidaswellasthe‘’C’’withitsmodifiedringsonanaveragebasis.Andthisiscontrarytoourfirmbelief.Perhapsthismaybeachallengetoanenginebuilderandhispistonringmanufacturer.

Barrelshapedringsandthepositiveandreversetwistringsaretaperedontheirupperedgesforvariousgoodreasonsintoday’sway-of-doing-things.However,itoccurstousthatthegaspressuresonthesetaperededgeswouldforcetheringinwardsandifsowouldlessenringpressureagainstthewallsandevenmightbethecauseofpartialring-collapse:Insteadofbeddingintheringsthroughattritiondoesitnowseempossiblethatwecanhavethis‘’finished’’conditiontostartwith?

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SURFACEFINISHINGOFHYDRAULIC/PNEUMATICCYLINDERWALLS

Theproblemssurroundingobtainingthewallfinishwhichisrequiredonanypneumaticorhydrauliccylinderisextremelycomplexandcertainlycannotbeansweredwithanyoneparticularformula.Thecylindersthemselvesmaybemadeofregulargraycastironorinsteadtheymaybealloysteel,brass,stainless,chromedortheymaybeoneofhundredsofdifferenttypesofaluminumalloyeachonewithitsdifferentcharacteristicswhichneedspecialconsiderationinthetreatment.Wemustalsotakeintoaccountthetypesofpistonsealsthatareused.Wemayhaveleather,wemayhavesomeformofnaturalrubber,neoprene,butyl,nitrile,ethylene-proplene,siliconeetc.cupsorpistonswith“0’’ringsorpistonswithoutanyringswhatsoeverwhichdependuponalapfitwithpossibleoilgroovesinthepistonthemselves.Insteadofthe“0’’ringstheymayevenhavepistonringssimilartothecombustionengine.

Intheoveralldeterminationastoexactlythefinishyoumayrequireonyourcylinderwall,wemustalsotakeintoaccountthetypeofpowerthatisgoingtobeusedwhetheritispoweredbyairorbyahydraulicfluidandthequalityofthispower.lstheairgoingtobecompletelydryorisitgoingtocontainalotofmoistureandifitisgoingtocontainalotofmoisturethenperhapsthecylinderwallshouldbebronzedInordertoeliminatetherustfactor.Ifhydraulicfluidsaregoingtobeused,howgoodandhowpureandwhatspecificationsisthefluidgoingtobe?Isitgoingtocontaincontaminantswhichmayaffectthesealsthatareusedormaycauserustorcorrosionofthecylinderwallandalsowhatmustbetakenintoaccountistheamountofpressurethatisgoingtobeappliedtooperatethiscylinder.Allofthesefactorsareextremelysignificantandallofthemmustbetakenintoaccountindeterminingwhatisgoingtobetheoptimumforyourunit.Thethingsthatwearereallylookingfor,ofcourse,isprimarilythesealingcharacteristicsandalsoinbeingabletoobtainthemaximumnumberofcyclesbeforefailureofyourseal,andtestsshouldbeconductedverydefinitelytodeterminethenumberofcyclesthatdifferentfinisheswillgiveyoutodeterminethemostlifethatcanbeobtainedfromyourhydraulicunitbeforerebuildingIsnecessary.

Thegeneralconsensusofopinionthatwehavereceivedfromtheindustrialtradeisthatthefinishoflessthan5microinchCLA(or|.��µ)isnotsatisfactorybecausethewallistoosmoothandtherewillbeinsufficientlubricationunderneaththesealwhichmaycauseseizureorweepingandfailure.Thegenerallyacceptedandrecommendedfinishrunsanywherefrom

�0to�5microinchCLA(or.�5-.�8µ)bothforahydraulicandpneumaticcylinderwithoneofthemorepopularandstandardneopreneorbutylcupseals.ItIsalsogenerallyconsideredthatanyfinishabove�0microinchCLA(.76µ)istooroughandwillcauseleakingandprematurewearofthecurlswithashorteningofcyclelife.

Thereisgreatsimilaritybetweenthefinishesrequiredinhydraulics/pneu-maticsandwhatwefindinthecombustionenginewherebywedorequireandneedaplateauedfinishofanywherefrom60-80%ofthecylinderwallarea.Wedorequirevalleysforoilretentionandafinecrosshatchhasalsobeenhighlyrecommendedandhasbeenfoundtobeagreataidinthespreadingofthelubricationandpreventionofseizure.Plateauedfinishisextremelyimportantbecauseitin-creasesthebearingarea.Weareallawarethatthepressurepersquareinchonthecupagainstthewallisgoingtovarydirectlywiththeamountofbearingareaofthecuptothewall.

AnotherItemofextremeimportanceistomakesurethatwehaveaburr-freesurfaceparticularlyinthethrough-holeports.Asamatterofeconomymanysmallhydrauliccylindersareroller-burnishedwhichdoeshavetheadvantageofveryquicklyandinexpensivelydevelopingaverytinyfinishInthecylinderandbeingabletorollthatcylinderouttoadesireddiameter.Rollerburnishing,however,hasitsdrawbacksInthefinishthatitimpartsonthewall,becauseIttakesthepeaksofthefinishthatisleftthereaftertheboringoperation,andfoldsthemdownintothevalleysandthismetalmaybreaklooseduringtherollerburnishingandforcedintootherpartsofthesurface.ThesepeaksthataredistortedmayalsobreakBooneandgetintothehydraulicsystemafterthecylinderIsfullyassembled.Astherearealwaysvoidsinthemetal,therollerburnishingoperationwillproduceverysharpburrsontheedgeofthesevoidswhichcausesanexcessivewearonthecupsandshortensthecyclelifeconsiderably.Someofthemajormanu-facturersthatareroller-burnishingareFlex-Honingtheircylindersbeforetheroller-burnishingoperationinordertoremovethesehighpeaksandsomeofthemareevenlightlyhoningtheirCylindersbeforeandafterroller-burnishingoperationfirsttoremovethehighpeaksanddevelopaplateauedfinishthenroller-burnishingandafinalFlex-Honingtogivethedesiredmicroinchfinishtothecylinderitself.Aflexibletypecylinderhonewill,Inoneoperation,deburrtheportsanddeburrthefinishbyremovingthehighpeaksoffthewallitselfandcreatethenecessaryplateauedareaanddeveloptherequiredmicroinchfinish.

Ifsurfacescratches(peaksandvalleys)aresharp,elastomermaynotbeabletoconformtotheirregularities,permittingleakage.Sharpscratchesalsocauseacceleratedabrasionwear.Elastomereasilyconformstosurfacewithsmooth,roundedpeaksandvalleys.

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TESTIMONIALS:AsanadjuncttothefollowingUKSituationReport,wewanttoaddoneofthemanysuccessstoriesreportedtous.Suchreportsandnew-applicationinfor-mationaredocumentedinourMonthlySalesBulletinswhichnowreachesits��4thissue.

Dear Mr. Nichols, 16 January 1978. Your Ref. Our Ref. DJA/aa.

l25cc YAMAHA SPRINT MOTORCYCLE

About a year ago I purchased a Flexhone to assist in the preparation of the above engine for a record attempt at the Elvington meeting, held in July 1977. I Was fortunate enough to be able to secure the 125cc class flying quarter-mile British record with a two-way average speed of 119.5mph (with a fastest one-way speed of l28.9mph and using 14,600rpm maximum on all runs). I believe that the use of the Flexhone was a material factor in this, since I found that the pistons and rings bedded down almost immediately and that the engine temperature was lower (for a given ignition and carburetted settings). I also found that even in this case, where the bore was hard chrome, piston scuffing was eliminated under these most arduous conditions, ie. no grunting Inc was required for the pistons and rings - none! London were OHW.

If it is of any use, you have my permission to show the contents of this letter to your inquirers, to whom I must say that I have no connection with your organization other than as a satisfied customer.

Yours Sincerely,

D J Armstrong C Eng,MIMechE.

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TheFlex-HonewasintroducedtotheU.K.andIrelandinNovember�970.ByNovemberithadbeentestedandmadeapprovalbyPerkins.In�97�furtherserviceapprovalswereissuedbyMasseyFerguson,ChryslerEuropeandFordEurope.Subsequently,serviceapprovalshavebeenissuedbyBrit-ishRail,RustonDiesels,DavidBrownTractors,J.�.Case,A.E.C.andJ.C.B.Excavators.In�97�CosworthEngineeringLimited,buildersofthefamousFordDFVofGrandPrixracingenginewhichhaswon�0�GrandPrixsinceitwasintroducedin�967,adoptedtheFlex-Honefortheirenginecylindersandmanyotherboresintheblock(tappetblocks,oilwaysetc.).Lotus,Brabham,Maclaren,March,ElfTyrell,SwindonRacingEngines,Broadspeed,Hesketh,TeamSuttees,FrankWilliamsRacing,DavidPurleyLECRacingTeamandmanyothersintheracingworldalluseFlex-HonedenginesorusetheFlex-Honeintheirownworkshops.

BritishRailissuedaninstructiontoallBritishRailworkshopstousetheFlex-HoneontheirEnglishElectricandSulzerenginesafterexhaustivetestsoverfouryears.Theyprovedthattheperiodbetweensubstantiallyincreasedsinceadoptingthattheringsbedinfasterandlastlonger.Therehasbeenaparallelbenefitinimprovedoilconsumption.MostoperatingcompanieswithintheNationalBusCompanyusetheFlex-Honeforenginesandairbrakecompressors.ItisusedbyBritishLeyland,Rover,Triumph,VauxhallBedford(G.M.C.),RollsRoyceMotorsLimited,NationalCarriers,BritishRoadServices,LondonTransportandmanylargeU.K.haulagefleetoperators.

In�97�theFlex-Honewasintroducedintotheindustrialmarket,i.e.tomanufacturingorganizationswhousetheFlex-Honeaspartofamanufactur-ingprocess.TheFlex-Honehasbeenparticularlysuccessfulinthehydraulicsandpneumaticsmarketbecauseaircompressorsandhydrauliccylindersallrequireplateaufinishesbecauseanyformofdebrisonthecylinderwallsurfaceisjustasdamagingintheseapplicationsasininternalcombustionengines.Typicalapplicationsare:

AirCompressorsHydraulicRamCylindersHydraulicSpoolValveBodiesHydraulicMotorBodiesPneumaticCylindersCompressedAirToolBodiesBrakeCylinders(wheel)ClutchandbrakemastercylindersOurcustomersinthisfieldincludeGirlings,AutomotiveProducts,Dotty

SITUATIONREPORT:FLEX-HONEINTHEUNITEDKINGDOMANDIRELAND

Group,NationalCoalBoard,SpermVickers,VickersHydraulics,Teiehoist,RuberyOwen,Burman&Sons,CamGears,Desoutter,Hamworthy,Gullick&Dobson,DobsonParkIndustries,Kango,RutterTemplair,WestinghouseBrake&Signal,Atlas,Copco,Compair,BritishAluminum,Schrader,KismetDynaflex,LucasGroup,G.K.N.Birfield,RenoldGroup,Chloride,each,etc.

TheFlex-HonehasnowbeenadoptedbytheNuclearIndustryforfinesur-facefinishingofstainlesssteeptubingandothermaterials.VickersNuclear,RollsRoyceNuclearandG.E.C.areallcustomersinthisfield,asconsistentdebrisfreefinishesareaprimerequirementinthismarket.Babcock&Wilcox,oneofthebiggestmakersofelectricitygeneratingstationboilershavebeenusersoftheFlex-Honeforsomeyearsforimprovingthesurfacefinishofboilercomponentspriortowelding.

MostBritishbasedlubricatingoilresearchcenterssuchasLubrizol,B.P.,ShellResearch,AmocoandDuckhamsusetheFlex-Honeforfinishingcylindersintheirresearchengines.Air-force,Army,andNavalEstablishmentsthroughouttheU.K.usetheFlex-Honebutdetailsofusageareclassicfed.Theoilindustryandpetro-chemicalindustriesfindtheFlex-Honeasuperbmaintenancetoolwhichachievesthedesiredresultbutalsobecausethetoolisportable,i.e.thetoolcanbeeasilytakentotheworkwhereastheworkcannotalwaysbetakentothetool.WelistImperialChemicalIndustries(I.C.I.)amongourmanycustomers.

InthemarineenginefieldtheFlex-HonemarkethasbeenopenedupasaresultofserviceapprovalsfromPilestickandRustonDiesels.Againthepor-tabilityoftheFlex-Honeissoimportantasthetoolcanbecarriedonboardshipandcylindermaintenancedoneinsitu.WelistP&0,Esso,Texaco,Jebsons,Denholm&Maclay,ScottishShipManagement,HumberTugsandBostonDeepSeaFisheriesamongourcustomersinthisgrowingmarket.

(asreportedbyPeterNichols,mgn.dir.NICRO(L)LtdFromehallMi!I,LodgemoreLane,Stroud.Glob.,EnglandGL5�GH),exclusivedistributorfortheUK)

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FLEX-HONEMACHINEDEVELOPEDFORPRODUCTIONHONINGONNEWENGINES

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MACHINEDEVELOPEDFORFLEX-HONEUSEONNEW�-CYCLEENGINES.HOLDINGFIXTURELOCATESCYLINDERONDOWELPINSATBASEFORALIGNMENTWITHFLEX-HONE.POWERSTROKINGANDROTATIONAREAUTOMATICALLYCONTROLLEDTHROUGHFIXTUREBASE.

MACHINEDEVELOPEDFORPRODUCTIONHONINGOF��”TO�0”(�05TO508MM)HYDRAULICCYLINDERBORESUSINGGBDXFLEX-HONE

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BRUSH RESEARCH MANUFACTURING CO., INC.4642 East Floral Drive, Los Angeles, California 90022 P: 323.261.2193 F:323.268.6587

E-Mail sales@brushresearch.com www.brushresearch.com www.flex-hone.com

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