So what is yout thought on the performance of the parts that have been treated by Mikronite?
Uncle Meat said:
Who else has had the gears polished
- Thread starter goshia
- Start date
KronicRacer
Member
i think its worth it. 200 bucks man i know there guys here that have wasted money on more. (not aimed at anyone in particular)
later on the process may get cheaper once other companies start mimicing them..
its definatly worth looking into because the process is for more than just gears.
throw in a few engine parts.... pistons cranks you name it they can polish it. polish the tranny internals, what average joe wouldnt want a more rock solid tranny?
smooth out the LT's for a smoother sound on the exhaust. smooth out the midpipe smoother is faster exhuast flow.
friction is the enemy.
later on the process may get cheaper once other companies start mimicing them..
its definatly worth looking into because the process is for more than just gears.
throw in a few engine parts.... pistons cranks you name it they can polish it. polish the tranny internals, what average joe wouldnt want a more rock solid tranny?
smooth out the LT's for a smoother sound on the exhaust. smooth out the midpipe smoother is faster exhuast flow.
friction is the enemy.
cvgtpony03 said:
Ken, are you foolish enough to believe everything you read in Mustang magazines? I'll bet you have a 20rwhp CAI on your car too?
$200 on polished rear gears is a WASTE of money. You will see no benefit from it. If you wish to throw away $200, then go for it.
Personally, I'd rather spend the $200 on rocket polishing.
Sorry, I know this is Tech, but ^ that is funny.mrvax said:
I cannot see the reason to polish gears.
If it doesn't work, why bother 'polishing' heads? Same thing, friction. Crane Cams has bought into it. Someone independent needs to prove whether it works or not. Maybe when its time for my gears, if its not done yet, I'll try it so we can put it to rest with before and after dynos. Heck, I still have that $200 bucks that I didn't waste on a CAI. 
Gears already cause a decrease in power when on the dyno. Its the characteristic of dyno'ing a car. Now rotational mass will have more affect on power outputs than how smooth two contact patches of metal is.white-04 said:If it doesn't work, why bother 'polishing' heads? Same thing, friction. Crane Cams has bought into it. Someone independent needs to prove whether it works or not. Maybe when its time for my gears, if its not done yet, I'll try it so we can put it to rest with before and after dynos. Heck, I still have that $200 bucks that I didn't waste on a CAI.
Gear whine comes from ****ty installs.
Polishing heads has ZERO in comparison with polishing two metal surfaces that will be in contact with each other.
jstreet0204
Active Member
This is another one of those things like coatings for pistons. Will it make any improvment? Probably, but it isn't likely that it would be worth to the most of us.
Porting a head is pretty self explanitory. The passages are opened up thus allowing more air/fuel to flow. Polishing is an old school term and is actually detrimental to performance! Yes... you'd think polishing the intake track very smooth would ENHANCE the flow and reduce friction, right? WRONG!!white-04 said:If it doesn't work, why bother 'polishing' heads? Same thing, friction. Crane Cams has bought into it. Someone independent needs to prove whether it works or not. Maybe when its time for my gears, if its not done yet, I'll try it so we can put it to rest with before and after dynos. Heck, I still have that $200 bucks that I didn't waste on a CAI.
Read this...
Last on the list of factors affecting airflow quality, is port finish. The fact is, a properly finished port is critical to the performance of the engine, as it is the final word on airflow quality. However, when "port finish" and "high performance" are mentioned in the same sentence, most enthusiast immediately believe that the finer the finish, the better the airflow. This is an easy trap to fall into, as utilizing the "finger test method," one would consider a port which feels smooth, must flow "smooth" as well. Unfortunately, this is not necessarily the case at all.
The airflow through a port of an internal combustion engine is what is known by fluid dynamists as "fully developed, turbulent flow." This simply means that the flow is not of a laminar state, and instead consists of molecules of air continually flowing at different velocities all the way from the center of the port, out to the edge of the port. For a perfectly straight pipe (as in our first example), the molecules in the very center are flowing the fastest, with those closer to the edges slowing incrementally as we near it. The molecules directly in contact with the edge of the port are in fact, "stopped" for all practical purposes and this is all due to the viscosity of the air itself. Potential problems due to these effects include flow shearing, as more molecules attempt to go faster near ones which are going slower. This tends to help promote fuel drop out and centrifuging, and poses further resistance to flow motion.
Since we cannot change the viscosity of the air, we must instead work to find a way to keep the flow from adhering to the port walls. One way to do this is to create a rough (textured) surface which in turn will promote what are called "Karman ring vortices." These vortices will "energize" the layer near the surface of the port wall, acting as some head modifiers have stated, "like needle roller bearings." The results of this phenomena act to reduce the adherence of the airflow to the port walls, allowing the bulk of the flow to proceed in a more homogenous, less disrupted fashion.
Just as cross sectional shape, size and consistency can be used to influence the airflow, port texturing and finish can likewise be used to our benefit. This means that, not only should a port be of a courser overall texture, but this texture should also be used to influence (or at least not degrade) the flow pattern in that specific area. If you haven't gotten all of this, don't worry. What it all boils down to is the fact that a finely polished port will not produce optimum results. We use anywhere from 36 to 80 grit on our manifolds and heads with the latter not being for the intake ports!
Hence the reason I went to Engieering School and learned a littel physics along the way instead of changing oil at a grease money. Look at the reports like the X-Ray Diffraction Report.."A mind is a terrible thing to waste"
http://mikronite.com/documents/Dyno1.pdf
http://mikronite.com/documents/RingandPinionGears.pdf
http://mikronite.com/documents/Dyno1.pdf
http://mikronite.com/documents/RingandPinionGears.pdf
Uncle Meat said:There are so many things wrong with this I won't bother to even address them....
U.M.
04DarkShadowGT
Member
I have no doubts that it would work, but would it really be worth the $200. I would like to see some performance tests such as dyno results.
I understand the tests they provide, but longevity and noise have not really been a big issue on FRPP gears and proper install. I have no doubt that the friction will be less, but how much of an effect does that have on performance. Is it an increase of 1hp, 10hp, etc what?
I understand the tests they provide, but longevity and noise have not really been a big issue on FRPP gears and proper install. I have no doubt that the friction will be less, but how much of an effect does that have on performance. Is it an increase of 1hp, 10hp, etc what?
jstreet0204
Active Member
goshia said:
I mistype things all the time, BUT if you are going to boast about your education in order to validate your argument, you might want to check your spelling.
Of course I do
Just like I believe everything I read on here from all you experts.
I have a K&N air filter. That is my CAI. I am waiting, saving and preparing for a KenneBell......because after READING magazines AND READING forums I have determined that it is a fact that a KB will make my car haul a$$. If it is installed and tuned properly and the engine is built to support it. I believe facts that are proven to me.
I'm home now and reread the article and I still stand behind my original statements. There may come a time when I choose to have some of my parts done with this process. Horsepower or not, strength is just as important. Pushrods, valve springs, valves, pistons, rods, crank, transmission input shaft, rear gears.
Let's see. They work with the Dept. of Def., Dept. of Energy, NASA, and the U.S. Aerospace industry to name a few. I guess all those companies are idiots too???
mrvax said:
Just like I believe everything I read on here from all you experts.
I have a K&N air filter. That is my CAI. I am waiting, saving and preparing for a KenneBell......because after READING magazines AND READING forums I have determined that it is a fact that a KB will make my car haul a$$. If it is installed and tuned properly and the engine is built to support it. I believe facts that are proven to me.
I'm home now and reread the article and I still stand behind my original statements. There may come a time when I choose to have some of my parts done with this process. Horsepower or not, strength is just as important. Pushrods, valve springs, valves, pistons, rods, crank, transmission input shaft, rear gears.
Let's see. They work with the Dept. of Def., Dept. of Energy, NASA, and the U.S. Aerospace industry to name a few. I guess all those companies are idiots too???
wow so you're an Engineering student. whooptie ****ing DOO. So am I. For one thing, most Engineering students that I have met know DICK about application and only know what they have read and been taught by dumbass instructors.goshia said:
I will stick to the real world.
