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Proper break-in of piston ring to cylinder wall requires that the ring rupture or break through this oil film and make contact with the cylinder wall.
During such "metal to metal" contact, the little peaks on the ring face and cylinder wall become white hot and rub off.
This condition will continue to occur until the ring face and cylinder wall have established a smooth compatible surface between each other.
In fact, as the break-in process progresses, the degree of metal-to-metal contact will regress.
During the normal break-in process the points or ridges of the honed-in scratches are partially worn away.
During the actual oil-film rupture, only the ridges on the piston rings and cylinder walls contact each other.
The little "valleys" between the ridges retain a film of oil and thereby prevent a total dry condition between piston ring and cylinder wall.
B.M.E.P. or combustion pressure forces the ring against the cylinder wall. This is the "key" to the break-in process.
You can see then that low power (low B.M.E.P.) won't provide the same results and the break-in process will require a longer period of time.
However, time in this instance will have a detrimental effect on your engine because any prolonged, low power break-in procedure usually leads to "glazed" cylinder walls. so the more revs the better...
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sonner wrote:
(恕刪)
這隻影片我記得他是用半合成去磨合...
但Google查到的官方外文資訊都是要求使用礦物油(提供受控的磨損)，尤其是航空發動機...
礦物基潤滑劑的局限：雜質可能導致正鏈烷烴鏈形成蠟、清漆或淤渣堆積。高溫下容易氧化，從而產生油泥或酸。高溫也將導致粘度急劇下降，使潤滑劑邊界層變稀
各類低黏度基礎油的閃點
各類基礎油的最大工作溫度：G1＝93°C、G2/G3＝121°C、G4＝132°C
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文章編號：80303766
油商年終靠你們
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