Guarantee for 100,000KM
Material:aluminium alloy, cast iron, steel and ceramic.
Tin is coated by electro analysis or heat dipping at the thickness between 0.001 and
Graphite sprayed at the Piston Skirt/Graphite Printing:
Graphite is characterized as good lubricating, which helps lubricant adhering coating surface. The coating will reduce friction and scratching. The thickness is between 0.01 and
Piston roof anodizing:
The piston roof is anodized by electro bath, forming thin layer of A12O3. This treatment will improve heat resistance(above
Piston roof MoS2 Spraying:
The function is close to roof anodizing improving heat resistance. The MoS2 is also good for lubrication.
The phosphate is aimed to improve initial running in performance. The phosphate layer is easy to wear off and helpful to improve running-in.
The treatment performance is similar to anodizing and heat insulation perform is better. The ideal thickness is 0.2 to
Steel-insert piston allows more uniform thermal expansion and tight fitting clearance.
Alfin is inserted within the ring grooves when casting. Alfin is made of sepecial
Austenitic cast iron. It is tightly bonded metallically to piston body and counteracts the wear in the top ring groove. Alfin piston are commonly used in diesel engines.
The sealing and guiding functions of the piston are separated from one another. The upper part is made of cast iron and the lower part is made of aluminum. The two parts is joined by bolts. The piston can perform with not only maximum strength and heat resistance, but also low wear values and optimum conditions for meeting future emission standards.
Traditionally, petrol pistons were either tin or lead plated to provide an initial resistance against scuffing during the early hours of an engine’s life. The practice of plating pistons was made redundant when turned piston profiles replaced the traditional form ground profiles. Extensive research identified the correct tool geometry and feed rate (pitch) to provide an oil retentive surface with a fast bedding ability.
However, further advancements in piston design to meet demands for reduction in friction, noise and reciprocating mass have resulted in shorter piston skirt lengths which in turn increase the piston skirt side loads. In order to overcome the resultant noise and friction problems, generated by a shorter piston skirt a new coating has been employed. This is a MoS2.
In addition to piston noise reduction, the application of this low friction MoS2 coating has been proved to enhance fuel economy and unlike the limited life of tin or lead plating,MoS2 coatings have demonstrated superior durability surviving the most extreme gasoline tests lasting the life of the engine.
Diesel pistons have traditionally employed a sprayed coating consisting of a blend of Molybdenum and graphite to provide a scuff resistant surface in boundary lubrication conditions. Because the traditional graphite based spray coating is not permanent, piston scuff can occur as the graphite coating is worn down to reveal the peaks of the turned aluminum alloy pistons. However, MoS2 will protect the pistons throughout the life of the engine.
An additional advantage of the MoS2 coating is that the coating can be applied by the silk screen printing method rather than the traditional spray method. This enables the coating to be applied to specific areas of the piston where required, enhancing the aesthetic appearance of the piston.
Note the coating free areas which are indicative of a silk screen printing process. These gaps, which are positioned in non-contact areas of the piston are necessary to prevent overlapping occurring which would result in a double coating thickness being applied.