AUTOMOTIVE APPLICATIONS
- Increases Fuel Economy
- Increases Engine Life
- Increases Horsepower and Torque up to 2 to 3%
- Lowers Operating Temperatures
- Lowers Emissions
- Inhibits Corrosion
Does Not Have Teflon, PTFE’s, Chlorinated Paraffins, Resins, Solvents, Molybdenum, Lead, Graphite all of which can have detrimental side effects with repeated use.
In the highly contested world of Nascar Winston Cup Racing, the Mello Yello Team along with others use MILITEC-1 to gain the winning advantage.
Seen in this dynometer graph MILITEC-1 gives the Mello Yello car increased horsepower.
"Our Team is a real believer in MILITEC-1. It's a Speed and Performance Secret and we use MILITEC-1 in the engine and transmission. We won't race without it."
In 1990 MILITEC-1 won a USAC National Championship amazingly the same engine was used the entire season.
Slutter Engineering Test Report 1990
PURPOSE: BENEFIT/HARM EVALUATION USING MILITEC-1 IN RACING CONDITIONS
TYPE OF ENGINE: 2.7 litre, two valve, 4 cylinder, 166 cu. in., 300HP, push rod Pontiac with dry oil sump system.
PRELIMINARY TEST: Engine was run on Stuska 800HP Dyno. After attaining desired fuel flow and power, the oil was drained from the main tank and the dry sump oil pan. Eight quarts of Valvoline 20-50W oil was then added into the oil tank, then 16 oz. of
Militec-1.
Engine was run for 15-20 minutes under light load (40 to 50 ft. lbs.) torque, from 3000 RPM to 5000 RPM. After water and oil temperatures were at proper settings, a series of power runs were made from 5000 RPM to 7800 RPM, in 500 RPM increments. The testing at load lasted approximately 30 minutes. The power gain was 2 to 3 percent throughout the range.
RACE CONDITIONS: The engine was installed in a midget car (number 4K) and raced in the ESPN Midget Series (televised as part of the Saturday Night Thunder series) at Ascot Park, California, winning the West Coast Midget Championship and setting a 10 lap race record by more than three seconds, finishing second at Indianapolis Raceway in the Night Before the 500 USAC midget class, and finishing in the top three in 6 other races. The engine was disassembled after 13 races (5 hours at maximum racing field conditions) with the results described below.
EFFECTS DURING RACES ON:
WATER TEMPERATURE: Normally 195°F, with MILITEC-1 180°F.
OIL TEMPERATURE: Normally 205°F, with MILITEC-1 190°F.
POWER GAIN/LOSS: Driver's opinion is that there was noticeable power gain and faster acceleration.
OIL CONSUMPTION: Minimal.
WHEEL BEARINGS: MILITEC-1 was mixed with grease in wheel bearings and other metal to metal contact points. The support crew noted that the vehicle was unusually easy to push (it has no starter).
MEASUREMENTS AND OBSERVATIONS AFTER RACING:
LEAK RATE: Before disassembly, leak test on the cylinders showed 2% blowby. Normally it is 5%. This means ring seal was excellent throughout the period.
SEAL/GASKET: No adverse effect. Front and rear seals are "Felpro" lip type.
RING WEAR: With original specs at .020 in. and post-race measurements usually around .025, with MILITEC-1 it measured .022, which is only 40% of expected wear. This engine runs on alcohol resulting in extreme ring wear as alcohol lacks lubricating
property (unlike gasoline). Reduction in wear was therefore significant. Also unusual, there was no carbon deposits on the rings.
CYLINDER WEAR: Glazing in cylinder bores after 13 races would be a normal condition and remedial steps to clean the deposits would usually be taken. With MILITEC-1 there was no glazing or deposits. Engine could probably run at least another 10 races without cylinder problems.
ROD BEARING WEAR: The connecting rod bearings are manufactured by Vandervell and are of steel with a copper/tin plating. These bearings looked as if they were new. The plating was still on the bearings! Normally, wear is severe.
MAIN BEARING WEAR: These are babbitt bearings for which special attention must be paid to corrosion on the bearing surface as this bearing is very vulnerable to corrosion which further induces wear. With MILITEC-1 there was no corrosion and the bearings looked as if they were new, with the plating still intact! Normally, wear is severe.
CRANKSHAFT AND CAMSHAFT WEAR: When new, specs were .0025 in. clearance on the main bearings and .003 on the rod bearings. After 13 races, measurements showed only .0026 on the mains and .0031 on the rod bearings. Normally you could expect to see at best a 10% increase in clearance which would be between .0027 and .0028 on the mains and .0033 on the rods.
PISTON GROOVE WEAR: Piston grooves are .002 in. ring clearance at spec. Using MILITEC-1, the measurement was .0021, while normally .003 can be expected at best. Also significant, there was no carbon deposits on the pistons.
OTHER COMPONENTS: Lack of wear or abnormally low wear on all internal components despite alcohol fuel is a significant achievement.
CONCLUSIONS: We have never experienced a better running engine. Equally important was the absence of significant wear even after 13 races in which the engine was heavily stressed. Clearly, MILITEC-1 should be standard for all internal combustion engines.
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