Paul,

Hope that you do not mind, but I am going to capitalize on your offer
to use your site for advertising.

Acknowledging that the chrome and nitriding treatments used by Mazda
to coat rotary engines date back to the 60s, I set out to investigate
the use of ceramic coatings.  Found that they were expensive, and that
the major company applying ceramic coatings was not doing well in the
reputation department.  My search lead me to a firm called CerMet
Labs.  They have patented and recently started selling a technology
that was developed by the Soviets during the Cold War.   (Wonder if
Ted has used this or is aware of its use in Russia?)

CerMet is nano-sized particles of ceramic in a paraffin carrier.
While it is not an oil additive, per sae, it is added to the oil.  The
ceramic particles are drawn to the friction points of a running
engine, or mechanism.  The advantages are reduction of friction, thus
increased fuel efficiency, (8% is guaranteed, however the average runs
closer to 11 or 12%); more power; and reduction of emissions.  Another
great benefit is that parts subject to friction last longer, thus
there is more engine time between overhauls.  One benefit not
emphasized by the company, but will become more of an issue as
hydrogen technology becomes popular, is the reduction of hydrogen
embrittlement.  While no coating is impervious to hydrogen, ceramic
does seem to resist impregnation.

For details on how the technology was discovered (a great story with
tidbits such as the coating was applied to the hulls of submarines),
technical reports, testing data, etc. please visit the CerMet website.
<www.CerMetLabs.com>

CerMet is dispensed from a preloaded syringe.  If one is using a 5
quart oil system.  The retail cost of an application is $199.00.  For
a semi, the cost is $1K.  If anyone associated with this group wishes
to order from me, please identify yourself as a member of the group
and I will extend a 25% discount.  Shipping is $5.75 and anyone living
in Ca, will have the opportunity to support the State at 8.25% sales
tax.

For those who are running 2 Cycle oil and adding it to their gas,
please indicate as such and I will provide you with the dilution
ratio.  Also, please note that it takes about 2,000 miles in a
standard engine to see the full benefit of CerMet.  If you are adding
CerMet to two cycle oil, that will increase proportionately to the
hours the engine is run.  Those who use synthetic oil will need to put
4,000 miles on the engine before they see full benefit, and for an
engine that is run on an hourly basis, a proportionate increase in
time.

If you have some reservation about staking your life on this and
putting it in your plane, you may wish to apply it to your personal
vehicle first.  CerMet also makes greases, and applications for high
wear mechanisms.

Just got back from the SEMA Convention in Las Vegas.  Am working to
become a manufacturer's representative for some of the new items that
were introduced.  Stay tuned, if it works out, will have more items
that will be of interest to the Rotary Group.  If the firms do not
wish to link up with me, I will pass the information on to the group.

Regards,
Gordon Brown

I'd be interested in an MSDS, more info on the carrier for these magic
beads, and independent testing performed by someone like Southwest Research.

As a lube tech and amateur tribologist, I am very hesitant to use any
additives of any type in any oil or grease.  The ceramic nano-beads should
be inert, but the carrier isn't.

Lube oil and grease are highly engineered products designed to do a specific
job in a specific environment.  No lube will protect as well or for as long
as designed when contaminated.

Looking at warranty - hardware manufacturers are responsible for their
equipment but not lubricants.  Oil companies are responsible if their oil
fails.  No oil company, and thus no hardware company, will warrantee any
failures if oil additives are used, because no oil company with which I'm
aware supports using any additives in their oils.  The only exception I've
seen is limited slip friction modifiers for differentials.

Here's how prior additives stack up...or don't:

http://www.ftc.gov/opa/1999/09/prolong.shtm
http://www.ftc.gov/opa/1997/07/slick.htm
http://www.ftc.gov/opa/2001/02/zmax1.htm
http://www.ftc.gov/os/1999/05/duralubecmp.pdf
http://www.ftc.gov/opa/1999/09/shellcastrol.htm
http://www.ftc.gov/os/1997/10/ashland.htm

Best,
Andy Hecker
San Antonio

Andy,

If you have a moment or two, would you mind pulling up the website I
listed and click on the "Proof" tab at the top of the home page.  The
company has listed some of the testing they have had performed.  I
would be interested in your opinion of their testing approach and your
evaluation relative to how they have reported the data.

Under that Proof tab, you will find the MSDS.  Ninety Seven per cent
of the application is carrier.  Only 3% is an active ingredient.
Please bear in mind, that for a five quart system, only a few ounces
of carrier is added.  There have been enough companies and entities
here in the US to try this and swear by it, that it should serve as an
impetus to try the product.  If one does the math, even at the cheap
rate we are currently paying for petro, it is a boon at the gas pump.
That entirely discounts what the Soviets did for so many years.

As I was investigating this, some of my concerns laid elsewhere.  If
CerMet is "attracted" to heat, what about fouling plugs?  The
recommended plugs for the 13-B are very sophisticated Platinum plated
and as such are expensive.  One does not what to have to replace them
on a more than "standard" basis.  Turns out that CerMet does not foul
plugs.  With the discussion of alu. rotors, it begs the issue as to
whether one would obtain any benefit from CerMet on the radius of the
rotor.  Apparently, if there is no friction, there is no deposition.
The Apex seals themselves would coat, the rotor housing would coat,
and the end plates would coat.

One application is good for 60,000 miles.  My next concern or question
was how can CerMet keep on working if an individual changes the oil
every 2500 hours or an equivalent number of engine hours.  Turns out
that once the particles are embedded in the metal, it keeps on
working.

With the list of additives you provided, it is little wonder that
purchasing agents and mechanics eyes glaze over when approached.  I
can understand your skepticism.  This technology, however, is not an
oil additive.  As the literature in the website points out, the metal
at the "points" of friction is altered.

Looking forward to your evaluation.

Regards,
Gordon