Does anyone know the maximum header temperature of the CB1100? I bought a clearcoat that is stable up to 1100 degrees f. It is a ceramic clearcoat that can be used on bare metal. MC-156 by Cerakote. Thought I'd give the headers, on my standard, a really good cleaning and give it a try? I don't think they should ever get that high but thought I'd check. I'll probably try one pipe just to see.
One member here posted some cool IR images on here that showed max temp of different parts in different running conditions. Did a quick search, but couldn't find the thread... I think 1100F would be high enough though.
Probably, and I say probably, to a max of around 1000. Any time the engine is running under high load there should be a good airflow so more likely to be considerably below that, maybe 700 or so. I'd use that paint. I'm sure you could find someone in your good state with some expertise in this area.
Cheers
Thinks, I'll just give it a try on a small area and see what it does.
Based on the information below, gleaned from Cerakote, it looks like their coatings were designed for use on exhaust components. However, it may require a base with clear combination to provide the benefits they claim. I look forward to your testing because it would be nice if the clear worked by itself to preserve the appearance of the polished metal beneath.
Available in several metallized finishes, these coatings will not only give an attractive look but also works as a perfect thermal barrier that increases performance and horsepower by increasing heat scavenging during the exhaust cycle. Our coatings have shown lower radiant temperature between 400-600°F.
Performance Proven Hight Temp. Coating
Heat stable up to 1,100°C
Excellent Corrosion Protection
Extreme Hardness
Maximum Chemical Resistance
Thermal Barrier Protection
All of our NIC Cerakote Ceramic Products are track-tested in our 2800 HP Pro Mod Corvette.
I would have thought the header temps would be higher than 1100 near the exhaust port. Back in my racing days we ran Exhaust Gas Temp probes 2 inches down the pipe and routinely saw temps in the 1300 range when the engine was making some power with a slightly richer that stoich mixture.
My plane's air cooled engine has EGT probes on each cylinder, also 2 inches down the pipe, and I see temps in the 1300 range even at moderate to low power settings. The only time I see them dip below 1000 is when they show around 900+ at idle.
Both racing motorcycle engines, and a lot of aeroplane engines (particularly non normally aspirated), run at high EGTs. Notice how your airplane engine's (that's a guess as I don't know the type) EGT rises when you lean out for cruise. Some cruising power settings are predicated on EGT. Some lean to rough and then richen the mixture a couple of turns. Leaning for climb is generally not recommended, at least below 3-5000ft. This results in a cooler EGT and CHTs than if you lean for climb. After full throttle height some manufacturers approve leaning for climb. This is a simplification but I am sure you will understand my thought process here. High stress engines with high EGTs and high CHTs but operated under standard procedures and well monitored.
Most aerobatic checklists mention M for mixture to full rich as the engine will be subject to sudden changes in operating temps and stresses. This mirrors the stresses induced in highly stressed motorcycle racing and super sport engines. But the beauty of a motorcycle engine is that you can lean for power, by EFI, and step off the bike if it falls apart. There are many reasons aeroplane engines have an inspection and maintenance cycle that would be prohibitive for a road bike. For a start, they are more highly stressed (P/W ratio is important in flying machines) and secondly you can't step off without causing some anxiety to those below
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Racing motorcycle engines do run in the 1100 - 1300 deg range, or even higher, for their relatively short life. Standard road bikes run cooler. I would say that an engine like the CB's, relatively unstressed and purely oil/air cooled is designed to run fairly cool compared to higher stressed engines. Certainly below the 1300 mark and probably well below the 1100 mark for most of its life. I say probably cause I can't find that thermal image someone posted.
Cheers
Thanks Popgun. The bike wasn't working as hard as it could but the temperatures were moderate. Not even to the 400 mark. Impossible to extrapolate as there is no data, but from what I see there I would doubt that the CB experiences header temperatures above 1000. Just a guess so it's easy to disagree with me.
Cheers
I would agree Pterodactyl. I would have to assume there is some level of tolerance above the 1100 spec of the product. I guess we'll find out. With Easter weekend coming up I probably won't have time to play until next week. I'll take some photos and let ya'll know how it works!
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