We have a 5 gal bucket of a ceramic paint here at work they use it on the outside of our burners was thinking about using it on the turbo and manifolds and up pipes. It's kind of a silver color not sure what the temp rating is but it works good on the burners and they are burning dust 24/7. I have heard it will cure some surge and spool up the turbo a bit faster just what I have seen before not sure of any truth or not.

 

If you are running with 500 HP and up it may help. If you are near stock (tuner intake exhaust) then you will not see a difference.

The ceramic coating will not make your turbo spool noticeably faster. It may lower your EGTs a slight bit though.

 

I will never see 500hp so I guess I wont bother the only other upgrade I may do motor wise is a 38r when my turbo takes a dump

 

Heat energy is heat energy doesn't matter the power level, and there is no downside to retaining it rather than radiating it. The hard thing to know is how much your coating will retain though. We have tested alot of ceramic coatings and you would be amazed how many are barely more useful than if you powder coated it. Now having said that, is it going to make a SOTP or more horsepower? Not really, but it can help efficency.

 

I will have to look at the label and see the temp rating on it. I know the burners inside temp gets pretty dang hot plus it would be free guess it wouldn't hurt

 

If you have it bro, and it wont hurt anything, if wanna do it then go for it. A little help is better then none. It may be worth it just to help lower the EGT's any bit you can.

 

Other than a power enhancing project, your turbo and manifolds and anything else you hit will look sharp..

 

If it were me and the price was right (which it is), I'd do it and see what the results are, if any. LIke Mike said, it will sure help with the appearance. Really nothing to loose.

 

As Martha Stewart might say... insulating the exhaust manifold and up-pipes to retain the maximum amount of heat energy in the exhaust flow between the engine and the turbine is a good thing ...because retaining this heat energy increases the EGT seen by the turbine and for a given BP psig and VFF=Volume Fuel Flow gal/hr running the turbine at a higher EGT requires a lower pre-turbine EBP=Exhaust Back Pressure psig to produce the given BP psig and this lower EBP means that less PHPL=Pumping HP Loss is needed to run the turbine because PHPL is proportional to... (EBP-BP)(RPM) ...and for a given BP and VFF having less PHPL means having more FWHP which also means having higher FWTE=Fly Wheel Thermodynamic Efficiency % and these are both good things to have!

The equation below gives EBP as a function of the CSHP=Compressor Shaft HP that's required to generate a given BP...

EBP={(AAP+PTPD)[{1-[(CSHP)/{(EGT+459.67)(1/158.7)(1+1/AFR)(MAF)(TTE)}]}^-3.8911] -(AAP)} psig

...and note that EGT appears in the denominator which means that everything else being the same a higher EGT will produce a given BP with a lower EBP!

Here's what I said at the end of post #14 here... 38R limits - Ford Truck Enthusiasts Forums

A diesel engine's exhaust driven turbine produces the TSHP needed to drive its turbo compressor in much the same manner that a rocket or jet engine produces thrust. Fuel is combusted to produce a continuous supply hot exhaust gas. Then the hot exhaust gas flows through a "converging nozzle" which converts some of the "random heat motion" of the exhaust gas molecules into a "directed velocity motion" so that the exhaust flow exiting the nozzle has more gas molecules with high velocity components in the direction of the nozzle's flow axis as opposed to being oriented in purely random directions.

The "converging nozzle" is essentially a lossless device that converts random motion "heat energy" into directed motion "velocity energy" and it's the directed motion of the exhaust flow exiting the nozzle that produces the thrust to propel a rocket or jet engine or to spin the turbine blades in a turbo-diesel engine. Since energy must be conserved the increase in directed motion "velocity energy" comes at the expense of the random motion "heat energy" and the decrease in exhaust gas "heat energy" per unit time adjusted for TTE=Turbo Turbine Efficiency gives the TSHP!

Even though the "converging nozzle" itself is a lossless device a TPR=Turbine Pressure Ratio where TPR=(AAP+EBP)/(AAP+PTPD) is required to accommodate a given TMGF=Turbine Mass Gas Flow through the nozzle. The EGT=Exhaust Gas Temperature is the pre-turbine value and PTGT=Post Turbine Gas Temperature. The temperature decrease (EGT-PTGT) of each pound mass (lbm) of exhaust gas flowing through the nozzle determines the amount of heat energy being consumed from the exhaust gas to power the spinning turbine blades and when one applies thermodynamics which relates the temperature decrease (EGT-PTGT) to the TPR the TSHP is given by... TSHP={(EGT)(1-TPR^-0.257)(TTE)(TMGF)}/(158.7) hp ...where the constant 158.7 accounts for the Btu/lbm/*F "heat capacity" of the exhaust gas and the conversion of Btu/min to HP!

So the bottom-line is that by retaining the heat energy in the exhaust flow the EGT is increased and this means a given TSHP can be produced with less EBP.

 

I agree 100%......I think?......wait....what?

yeah, what he said.

 

Here let me help

Thanks Eugene.

 

Clay,

What types of ceramic etc are you seeing produce better results? When the International up-pipes where backorder everywhere two plus years ago, I went with DI's up pipes and had them ceramic coated. Personally, I'd do it just for ascetics; have you looked at your exhaust manifolds lately? They look like they have leprosy. Thanks for the info in advance!

 

Did anyone click on this link... Aeolos Wind Turbine Company ? 30kw Wind Turbine ? Wind Energy Generators ? Aeolos 30kw Wind Turbine ...and see that a 30 kW wind turbine needs to have a blade diameter of 41 ft in order to produce the same turbine shaft HP as a stock 7.3L PSD turbo?

For EGT in *F the equation I gave above for turbine shaft HP should've been... TSHP={(EGT+459.67)(1-TPR^-0.257)(TTE)(TMGF)}/(158.7) hp ...and since the exhaust mass gas flow into the turbine includes the inlet mass airflow plus the injected mass fuel flow the TMGF is given by... TMGF=(1+1/AFR)(MAF) ...and this gives...

TSHP={(EGT+459.67)(1-TPR^-0.257)(1+1/AFR)(MAF)(TTE)}/(158.7) hp

These 3 tables contain 113 numbered rows with parameters that characterize a stock 7.3L PSD doing a WOT run on a load dyno at various RPMs... http://ernesteugene.com/PSD/Stock_Input.jpg ... http://ernesteugene.com/PSD/Stock_Output1.jpg ... http://ernesteugene.com/PSD/Stock_Output2.jpg ...and in the following calculations I'll discuss how much of an effect insulating the exhaust manifold, up-pipes, and turbine exhaust housing might have on performance.

I'll use the 2600 RPM operating point (column 3) where AFR=25.3 (row #42) and MAF=39.8 lbm/min (row #81) and TTE=0.70 (row #10) ...and plugging these numbers into the above equation for TSHP gives... TSHP={(EGT+459.67)(1-TPR^-0.257)(1+1/AFR)(MAF)(TTE)}/(158.7)={(EGT+459.67)(1-TPR^-0.257)(1+1/25.3)(39.8)(0.70)}/(158.7)={(EGT+459.67)(1-TPR^-0.257)(0.182)} hp ...so if we only consider the interplay between EGT and TPR with everything else remaining the same we have...

TSHP={(EGT+459.67)(1-TPR^-0.257)(0.182)} hp.

But this equation needs to be solved for TPR so we can see how much the TPR decreases for a given TSHP when insulation is added to increase the EGT. I can show the steps if anyone's interested but for now here's the bottom-line...

TPR=[{1-[{(5.495)(TSHP)}/(EGT+459.67)]}^-1]^3.891

...and plugging TSHP=48 hp (row #105) and EGT=1,003*F (row #99) into this equation gives... TPR=[{1-[{(5.495)(TSHP)}/(EGT+459.67)]}^-1]^3.891=[{1-[{(5.495)(48)}/(1,003+459.67)]}^-1]^3.891=[{1-[(263.76)/(1,462.67)]}^-1]^3.891=[{1-[(0.18)]}^-1]^3.891=[{1-0.18}^-1]^3.891=[{0.82}^-1]^3.891=[1.22]^3.891=2.16 ...which agrees with TPR=2.16 (row #104).

Now for a "what if" assumption. What if everything else remains the same except that applying insulation increases the EGT by 100*F from 1,003*F to 1,103*F. Plugging EGT=1,103*F into the above equation to calculate TPR for the same TSHP=48 hp gives... TPR=[{1-[{(5.495)(TSHP)}/(EGT+459.67)]}^-1]^3.891=[{1-[{(5.495)(48)}/(1,103+459.67)]}^-1]^3.891=[{1-[(263.76)/(1,562.67)]}^-1]^3.891=[{1-0.169}^-1]^3.891=[{0.831}^-1]^3.891=[1.20]^3.891=2.03.

A TSHP=48 hp is needed for a BP=17 psig (row #39) and if everything else remains the same and if applying insulation increases the EGT by 100*F from 1,003*F to 1,103*F then the TPR that's required to produce a TSHP=48 hp decreases from TPR=2.16 to TPR=2.03 ...but what does this imply for lower EBP and less PHPL=Pumping HP Loss which is given by...PLHP={(EBP-BP)(RPM)}/(1,785.2) hp

Well TPR=(AAP+EBP)/(AAP+PTPD) and if you solve this equation for EBP you get... EBP={(TPR)(AAP+PTPD)}-AAP psig and if you plug in AAP=14.54 psia (row #2) and PTPD=2.2 psig which is defined in (row #13) but not shown on my output tables you get... EBP={(TPR)(14.54+2.2)}-14.54={(TPR)(16.74)}-14.54 ...and for the stock case with TPR=2.16 you get... EBP={(TPR)(16.74)}-14.54={(2.16)(16.74)}-14.54=36.16-14.54=21.6 psig ...which agrees with EBP=21.6 psig (row #40) ...and this gives a PLHP={(EBP-BP)(RPM)}/(1,785.2)={(21.6-17.0)(2,600)}/(1,785.2)=6.7 hp ...which agrees with PLHP=6.7 hp (row #49)!

Repeating the above calculations for the insulation case which lowers the TPR to TPR=2.03 gives... EBP={(TPR)(16.74)}-14.54={(2.03)(16.74)}-14.54=33.98-14.54=19.5 psig and this gives a PLHP={(EBP-BP)(RPM)}/(1,785.2)={(19.5-17.0)(2,600)}/(1,785.2)=3.6 hp ...so if applying insulation increases the EGT by 100*F from 1,003*F to 1,103*F then the EBP decreases from EBP=21.6 psig to EBP=19.5 psig and the PLHP decreases from PLHP=6.7 hp to PLHP=3.6 hp!

Well a gain of 3.1 hp sure doesn't seem like much but as the old saying goes every little bit helps if only just a little and keep in mind that this 3.1 hp increase occurs for the same VFF=13.307 gal/hr (row #43) fuel flow which means that the FWHP and the FWTE are both increased! I could conjure up some operating points where more FWHP is gained but I think the biggest performance benefit from insulating the exhaust manifold, up-pipes, and turbine exhaust housing is to lower the engine compartment temperature when under full load and this can result in significant gains due to reducing the turbo inlet air temperature ...especially for those who persist in using an "open element" air filter!

 

Well,and then,you see,uh...I don't think I can add anything to that at this time..

 

Glad to see you still on here Eugene,love your post's