OP
OP
Lion77
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- Feb 27, 2025
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- #16
DLC coatings form over time and are considered semi-permanent. So, once they form, the only way to get it out of the engine is to let it wear out over about 30-40k miles, or in a transmission / transfer case / diff about 70k-80k miles.
I make literally zero money from TriboTEX, I'm just sharing the infromation because the technology is very well tested and developed, it does do what it claims. Just don't have unrealisitc expectations.
It's not going to make a difference as big as say the Ford Performance calibration that nets your 50+HP and +100 ft-lbs more torque. But it will improve power by 1-3%, similar improvement in fuel economy, but more importantly, it enhances the robustness of the engine to severe operating conditions.
1. Enhances oil adhesion to the bearing surfaces due to the porous lattice structure of the substrate that forms, so your oil can maintain a hydrodynamic film under higher loads than it would otherwise, meaning it provides better protection during severe operation.
2. The diamond capping produces super-lubricity that reduces friction losses
3. Can provide limited "dry running" in a abnormal condition for a few minutes. Aka if your oil pan goes out and you lose oil pressure, it may provide enough short-term protection to give you time to realize you need to stop and shut of the engine to before it seizes up.
My father-in-law races dirt oval, 850 HP small block chevy's on 106 octane, tube frame chassis. They use some EP additives in their race oils like Tungsten Disulfide (works similar to TriboTEX, but does not last between oil changes as Tungsten Disulfide is a chemical EP additive like ZDDP rather than a DLC film, but has similar friction reducing properties), he lost oil pressure and did 8 laps with no oil pressure before realizing it...at 850 HP and nearly 9,000 RPM.
Once he realized that he pulled out of the race immediately and then later did a teardown of the engine thinking he fried it, to his amazement, he didn't spin any bearings, didn't burn up any rings or damage any of the came surfaces etc. The EP additive lasted long enough with no oil circulating to give him a minute of dry running and avoided frying that engine.
Anyone's decision to use it or not should really be based on the sum total of many small benefits, vs. a mindset of "I just want to make more power" etc. I'll continue to use it, but the hard part it helps people understand the actual mechanisms behind how it works as most people just to the conclusion of "snake oil" without ever actually looking at the real data, both ASTM testing and real-world testing.
I use it in my daily drivers and once I hit 10k, I'll apply it to the engine, transmission, transfer case and diffs in the RR. Hopefully this helps people make an informed choice IF it is something they think would be beneficial to them.
I make literally zero money from TriboTEX, I'm just sharing the infromation because the technology is very well tested and developed, it does do what it claims. Just don't have unrealisitc expectations.
It's not going to make a difference as big as say the Ford Performance calibration that nets your 50+HP and +100 ft-lbs more torque. But it will improve power by 1-3%, similar improvement in fuel economy, but more importantly, it enhances the robustness of the engine to severe operating conditions.
1. Enhances oil adhesion to the bearing surfaces due to the porous lattice structure of the substrate that forms, so your oil can maintain a hydrodynamic film under higher loads than it would otherwise, meaning it provides better protection during severe operation.
2. The diamond capping produces super-lubricity that reduces friction losses
3. Can provide limited "dry running" in a abnormal condition for a few minutes. Aka if your oil pan goes out and you lose oil pressure, it may provide enough short-term protection to give you time to realize you need to stop and shut of the engine to before it seizes up.
My father-in-law races dirt oval, 850 HP small block chevy's on 106 octane, tube frame chassis. They use some EP additives in their race oils like Tungsten Disulfide (works similar to TriboTEX, but does not last between oil changes as Tungsten Disulfide is a chemical EP additive like ZDDP rather than a DLC film, but has similar friction reducing properties), he lost oil pressure and did 8 laps with no oil pressure before realizing it...at 850 HP and nearly 9,000 RPM.
Once he realized that he pulled out of the race immediately and then later did a teardown of the engine thinking he fried it, to his amazement, he didn't spin any bearings, didn't burn up any rings or damage any of the came surfaces etc. The EP additive lasted long enough with no oil circulating to give him a minute of dry running and avoided frying that engine.
Anyone's decision to use it or not should really be based on the sum total of many small benefits, vs. a mindset of "I just want to make more power" etc. I'll continue to use it, but the hard part it helps people understand the actual mechanisms behind how it works as most people just to the conclusion of "snake oil" without ever actually looking at the real data, both ASTM testing and real-world testing.
I use it in my daily drivers and once I hit 10k, I'll apply it to the engine, transmission, transfer case and diffs in the RR. Hopefully this helps people make an informed choice IF it is something they think would be beneficial to them.
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